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• Column from PS 9/2014: Robert Gluck on braking on the racetrack Who brakes wins
• Even the bearded Ulf pulled the gas like a bear

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Braking: Column Robert Gluck

Column from PS 9/2014: Robert Gluck on braking on the racetrack
Who brakes wins

Content of

PS editor Robert Gluck is convinced that the closer the motorcycles get closer together, the more important it is to have the right braking point on the racetrack. The driver plays the decisive role even more than anywhere else.

Robert luck

08/19/2014

The right braking point and the perfect deceleration of a bike on the racetrack are becoming more and more important for us hobby racers. Why? Our colleagues and we ourselves have got used to functioning traction controls and can suddenly accelerate early and violently without fear.

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In the past, you needed cojones at the exit of a curve in order to distance competitors, colleagues or buddies with a courageous pull on the throttle grip. Today it is becoming more and more difficult on bikes of the same quality. Of course, things can still go wrong when accelerating, but the risk is reduced to a fraction thanks to electronics. Even if we master this discipline perfectly, we gain a maximum of tenths, if not only hundredths of a second, compared to a less experienced person.

Example please? At the beginning of September 2012, BMW presented the HP4 on the Jerez GP circuit. The usual procedure on the day of the journey: the journalists took to the track every 10 seconds. On the one hand, so that everyone can pass the photographers posted around the track on their own, and on the other hand, to avoid overtaking maneuvers. I usually try to get to the front of the line; that guarantees free travel. I failed in one of the turns, and a good two thirds of the colleagues started the lap in front of me – on identical equipment with identically set traction controls.

Even the bearded Ulf pulled the gas like a bear

What I then experienced was like a one-make cup race in which I had to start out of the pit lane. The colleagues turned the tap from the corners as if there were no more tomorrow. Even the bearded Ulf from Munich – in normal life as an alpine cruiser and summiteer on the way – pulled like a bear on the cable at the apex of every curve. Fearlessly accelerating, he roasted lap after lap around the course.

Jerez stands for all racetracks here. Thanks to effective TCs and the knowledge about them, even normal people are on their toes when it comes to throttle. If you want to get past them, the best way to do it is on the brakes. Because despite an unbelievable race ABS on the BMW, the colleagues set their braking points very conservatively. Braking late has something to do with overcoming fear. And with a lot of practice.

The fear will always go along with you, but can be reduced to a healthy level with practice. Nevertheless, this fear of bare survival blocks us on the brakes. Makes sure that we give away a lot of meters, leaving lots of time before every bend. A sliding rear wheel can still be caught reasonably well, a sliding front wheel cannot. But: if you set your braking point correctly, if you know how long the bike will take to brake, if you have developed a feeling for speed, brake pressure and tire grip, then the door and gate are open to you.

And so some colleagues in Jerez were amazed at how late you were with one HP4 really can brake. However, the end of the flagpole is reached at some point on the brakes, as I was only able to realize shortly after the HP4 experience: I started in the SuperClassiX racing series on a great Honda Fireblade from 1992. With it I was able to compete with my main rival, which was much more powerfully powered keep the dry race on the brakes safely in check. But then no more in the rain. Then I lacked the talent, the practice and / or the race ABS of the BMW HP4.

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