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Cornering is one of the most important skills in advanced motorcycle riding because it brings together observation, position, speed, gear, steering, throttle control and balance.
The assessment question is clear: Does the associate display safe positioning during cornering? Do they understand the principles of the limit point? Do they ensure the vehicle is balanced and under control during cornering in bends, junctions and roundabouts?
Cornering is not about speed or lean angle. It is about using a planned system to keep the motorcycle safe, stable and on the correct line. A well-ridden bend should look calm and controlled. The rider should not be rushing, correcting the motorcycle late, drifting wide or relying on luck.
Good cornering starts before the bend. The rider must gather information early, choose a safe position, set the correct speed, select a responsive gear and steer the motorcycle smoothly through the corner.
Cornering should be approached using IPSGA. The rider uses Information to identify the direction, severity and risk of the bend. Road signs, markings, hedge lines, tree lines, buildings, telegraph poles, road surface and traffic movement can all give clues about what lies ahead.
The position is then chosen to support safety, stability and view. The rider should never chase view at the expense of safety. Speed must be set before entering the bend. The rider should be able to stop safely on their own side of the road in the distance they can see to be clear.
Gear is selected after speed has been set. The gear should give a smooth, responsive drive through the bend. Acceleration is applied only when the view opens and it is safe to do so. Without vision, the rider should not accelerate unless the road is opening up.
The limit point is the furthest point ahead where the rider has a clear, uninterrupted view of the road ahead. On a right-hand bend, this is usually where the road surface appears to meet the nearside verge. On a left-hand bend, the rider must focus on the clear view of their own side of the road, not assume that the whole carriageway is available. Hazards may be hidden beyond the centre line or around the bend.
If the limit point appears to move away from the rider, the bend is opening and the view is improving. If the limit point appears to come towards the rider, the bend may be tightening and the rider must be prepared to reduce speed. The rider’s speed should match the view.
Positioning in bends is about safety first, stability second and view third. On a right-hand bend, the rider may consider a position towards the left-hand side of the lane to improve the view, but only where it remains safe and stable. On a left-hand bend, the rider may move towards the centre line for view, but only if it is safe to do so. The rider must always create space from oncoming traffic and never sacrifice safety for position.
An increasing number of road users cut corners or allow wheels to cross the centre line. On a motorcycle, clipping a mirror, elbow, pannier or handlebar on an oncoming vehicle could easily lead to a serious loss of control. For that reason, advanced riders should be cautious about positioning too close to the centre line, especially on left-hand bends.
The best position is the one that gives safety, stability and a useful view without exposing the rider to unnecessary risk.
Speed is critical in cornering. Too much speed on approach reduces options and increases the chance of running wide, braking late or making poor steering inputs.
The rider should set speed before entering the bend. Braking after the initial steering input has been made often suggests the approach speed was wrong. Some riders may describe this as trail braking, but in normal advanced road riding it is often simply a sign that the rider entered too fast or failed to plan early enough.
Trail braking may have a place in other riding environments, but within a planned IPSGA approach on the road, the rider should usually have speed set before the bend. Once speed is correct, the rider should select a responsive gear. The gear should allow a balanced throttle through the bend and controlled acceleration when the view opens.
The rider should not change down simply to slow the bike. Brakes are for slowing, gears are for going.
Good cornering depends on accurate steering and good vision. The rider should look where they want the motorcycle to go. Looking at the kerb, centre line, oncoming vehicle or patch of gravel can draw the rider towards the problem. This is why target fixation is so dangerous.
At normal road speeds, steering is controlled through smooth handlebar input. Counter-steering helps initiate the lean and place the motorcycle on the chosen line. The aim should be one smooth steering input to complete the corner, not a series of late corrections (known as fifty pence piece cornering).
If the rider enters at the right speed, chooses the correct position and looks through the bend, the motorcycle should follow a clean, controlled line. If the rider is making repeated corrections, drifting wide or feeling the need to force the bike, something earlier in the plan was probably wrong.
The rider’s upper body has a direct effect on cornering. Tension through the arms and shoulders can interfere with steering. Locked arms make it harder to apply smooth handlebar pressure and can stop the motorcycle settling properly into the bend.
The hands and hold should remain light on the bars. The rider should guide the motorcycle rather than fight it. Smooth input through relaxed arms allows the bike to respond accurately.
Some riders and coaches encourage gripping the tank with the knees. That may have a place in other areas of riding, such as hard braking, track riding or certain performance techniques. At normal road speeds, it is not necessary as a main cornering method. The priority is relaxed upper body control, light hands and accurate steering.
Good cornering should not look physical or forced, it should look composed.
Cornering does not only apply to open-road bends. The same principles apply when turning at junctions and riding around roundabouts.
The rider still needs information, safe positioning, correct speed, suitable gear, smooth steering and controlled acceleration. The main difference is that junctions and roundabouts often involve lower speeds, tighter turns, more traffic interaction and more conflicting hazards.
The rider should avoid adding throttle too early, especially while still leaned over or while the view remains restricted. The motorcycle should be balanced and under control before acceleration is applied.
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The road surface can change the whole cornering plan. Wet patches, gravel, mud, diesel, leaves, potholes, drain covers and uneven repairs can all reduce grip. The rider should identify these early and adjust speed, line and lean angle accordingly.
Other road users also affect cornering. A car may slow dramatically through a bend, a cyclist may be hidden around the corner, or an oncoming vehicle may cut the line. The rider should maintain enough space and speed control to deal with what may appear.
Most riders have had issues with cornering, one reason is fear of falling off in the bend. Building confidence and experience over time with good education will help eliminate the fear of cornering.
Too much entry speed reduces options and often leads to late braking, poor steering or drifting wide. The correct speed should be set before the bend.
Some riders chase the view by moving too close to the centre line, poor surface or oncoming traffic. Views are valuable, but safety comes first.
Looking too close, fixating on hazards, steering late or making repeated corrections can all disturb the stability. The rider should look through the bend and steer smoothly throughout.
Better cornering starts with better planning. The rider should read the bend early, assess the limit point, choose a safe position, set speed, select gear and steer smoothly.
A useful practice focus is to slow the approach and improve accuracy. The aim is not to corner faster. It is to corner better. Good cornering should feel calm, balanced and controlled from entry to exit.
On your next ride, reflect on your cornering and ask yourself:
Improving cornering will make your riding safer, smoother and more confident. It will also help you keep the motorcycle balanced and under control through bends, junctions and roundabouts.
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