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Braking is one of the most important control skills in advanced motorcycle riding. It affects stability, speed control, hazard management and the rider’s ability to apply IPSGA correctly.
The assessment standard is clear: Can the associate use three-stage progressive braking smoothly? Does the associate avoid comfort braking, braking in a decisive and planned way? Do they understand how to perform and the benefits of a running brake check?
Advanced braking is not about braking hard. It is about braking early, progressively, decisively and only when it supports the riding plan. A good rider should not be constantly touching the brakes because they feel uncertain (known as comfort braking). They should use the brakes with purpose and when necessary.
Good braking should feel controlled and measured. The motorcycle should remain stable, the rider should remain relaxed, and speed should be reduced in good time before the hazard.
Braking sits within the Speed phase of IPSGA. Speed should normally be adjusted before the gear is selected. If the rider has seen the hazard early and positioned correctly, braking can be planned and progressive. If the rider has seen the hazard late, braking often becomes rushed or harsh.
Braking should support the system, not rescue poor planning. The rider should be asking: what speed do I need for the hazard ahead, and how early can I set that speed smoothly?
Once speed has been set, the correct gear can then be selected for the next part of the ride.
Three-stage progressive braking is the foundation of good braking control.
The first stage is the initial application. The brakes are applied smoothly to settle the motorcycle and begin weight transfer. This avoids shocking the tyres, suspension or rider.
The second stage is firm, progressive pressure. As the front tyre loads, the rider can increase braking force in a controlled way. The rear brake should also be used at the same time whilst slowing down, this is where most of the speed reduction takes place.
The third stage is easing off. As the motorcycle slows, the rider progressively reduces brake pressure so the final stop or speed adjustment is smooth and balanced.
This method avoids grabbing, snatching or sudden release. It gives the rider control and allows the motorcycle to remain stable throughout the braking phase and aids in maintaining good suspension use.
The front brake provides the majority of the motorcycle’s braking force. As the motorcycle slows, weight transfers forward, increasing the load on the front tyre and allowing it to do more work.
The rear brake is less powerful, but it still has an important role. It can support stability, help with low-speed control and contribute to smoother braking when used correctly.
Engine braking can also assist when the rider rolls off the throttle. However, it should not replace proper braking. A useful principle is – Brakes are for slowing, gears are for going.
The rider should use the brakes to set the correct speed, then select the appropriate gear for that speed and the next phase of the ride. Forcing the motorcycle to reduce speed solely on gear changing down is not good advanced riding and can unsettle the machine.
Advanced braking should be decisive and planned, this does not mean harsh. It means the rider has identified the need to slow down and has applied the brakes properly, progressively and in good time.
Comfort braking is different. Comfort braking is when the rider touches the brakes for reassurance rather than because braking is required as part of the plan. It often happens when the rider feels uncertain, is travelling too quickly for their view or ability, or has not planned early enough.
Repeated comfort braking can show weak observation, poor speed judgement or lack of confidence. It can also unsettle the ride and confuse following traffic.
A good advanced rider should not need to keep checking speed with unnecessary brake applications. If braking is needed, brake properly. If it is not needed, avoid using the brakes as a habit.
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Many modern motorcycles are fitted with ABS, and some have combined braking systems.
ABS helps prevent wheel lock during braking. It is a valuable safety aid, especially in emergency situations or where grip is reduced. However, ABS is not an excuse for poor braking technique. The rider should still brake progressively and with feel.
If ABS operates, the rider may feel a pulsing through the front or rear brake lever. Riders should understand how this feels so they are not surprised if it happens on the road. This should only be explored in a safe and suitable environment.
Combined braking systems vary between motorcycles. Some systems apply front and rear braking together when one control is used. Others behave differently depending on speed, pressure or design.
The rider should understand how their own motorcycle works rather than assuming every system is the same.
Technology supports the rider, but it does not replace judgement.
A rolling brake test is a proper check of the brakes after moving away to confirm they are working correctly. This can be especially useful at the start of a ride, after washing the motorcycle, after riding through standing water, after maintenance, or after the motorcycle has been parked for a while.
The check should be smooth and safe. The rider should make sure it is appropriate to do so, with no risk to following traffic. A light application confirms that the brakes respond as expected and that there is no obvious issue before the rider needs them properly.
A rolling brake test is simple, it shows good machine awareness and responsible preparation. Apply each brake independently and then together to make sure they work as expected and you have the feel for the brakes prior to the ride.
Trail braking is a technique often associated with track riding or very specific control situations. It involves carrying brake pressure into the initial part of the turn towards the apex and releasing it progressively as lean angle increases.
For normal advanced road riding within IPSGA, the aim is usually to have speed set before entering the hazard. If the system is applied correctly, the rider should not normally need to trail brake into bends on the road.
This article focuses on planned road braking, progressive control and setting speed early, rather than specialist techniques that can easily be misunderstood or misapplied. If carried out in the wrong manner or in the wrong situation, this method can cause the motorcycle to be unstable.
Many riders develop poor braking habits early on and continue using them for years. Learning to brake properly removes the guesswork and replaces the DIY approach with a smoother, safer and more controlled technique.
Comfort braking is when the rider touches the brakes for reassurance rather than because braking is required. It often shows uncertainty, poor planning or speed that does not match the view.
Late braking usually leads to abrupt control input. This can unsettle the motorcycle and leave the rider with fewer options. Braking should be early enough, smooth enough and firm enough to support the plan.
Some riders fail to understand the role of the front brake, rear brake, ABS or combined braking system. Technology can help, but the rider still needs sound technique and judgement.
Developing better braking starts with awareness. The rider should notice whether braking is planned or reactive, smooth or abrupt, necessary or habitual.
A useful practice focus is to set speed earlier. Look further ahead, identify the hazard, apply the brakes progressively and release them smoothly. The motorcycle should remain balanced throughout.
Riders should also practise firmer braking in a safe environment so they understand how the motorcycle responds. Confidence in braking comes from controlled practice, not guesswork. Good braking should make the ride calmer. It should reduce speed accurately without drama.
On your next ride, reflect on your braking and ask yourself:
Improving braking will make your riding safer, smoother and more controlled. It will also help the Speed phase of IPSGA work properly, because the motorcycle will arrive at each hazard at the right speed and in a stable condition.
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