Most Common Mod 2 Mistakes [2. Left & Right turns] 

Haha, my students might say the same, but the key here is that when learning to ride we want our students to be the best riders they can be, and in the process they will pass their tests with flying colours. It would be easy to pass the test with lots of faults but would they be the best and safest riders they could be, if we let them get away with so many mistakes? Imagine, you can have 10 faults on your test and still pass. That's 1 fault every 4 minutes. Every fault is a safety issue, and if we don't educate them to know any different then we are not doing our jobs properly to keep these riders as safe as they can be for life, especially if they don't do any further post-test training. That's my approach anyway. Thanks for your comments 😊

That's lovely to hear. Well done on passing the test and I'm happy you feel much safer now 👍 Thanks for letting me know 😊

Thank you. I went to a good school where we were not allowed to use colloquialisms/have a local accent. I think there is a touch of my local accent creeping in here and there sometimes now however, as I get older, I grow a little lazier. I'm glad you're enjoying the content. Many thanks again 😊

@@motorcyclelessonsuk I just wish you were closer to Hampshire because that’s where I live and want to do Das course with you!

@@focusmicro ah I'm afraid Hampshire is a touch too far away! Keep watching the videos and I'm sure you'll find a good instructor locally to you to help 😊 Thanks again.

You're welcome and congrats 😊 Keep safe and enjoy riding 😁

Well done!!

Inspirational ❤️

Ooh great news. I'm sure you'll be fine 😊 Thanks for your comments and happy to help 😁

Good luck 👍

Thank you, very kind of you. I'm glad you're finding the videos helpful, makes it all worthwhile 😊. Enjoy your training and here's to lifetime of safe riding 👍🏻

You're welcome. Thanks for your kind comments 😊 Good luck with the test 👍

You're very welcome, best of luck with the mod 2 🤞😊

Thank you 😊

Congrats 👏 Thanks for letting me know, and glad you've found them useful 😊

You're welcome 😁

Well now that's a big compliment to you and me both! Congratulations 👏👏🎊🎉☺️

You're welcome 😊 Glad you're finding them helpful.

Lovely, glad to hear it 😊

Thanks and you're welcome 😊

Hurray, I'm glad. Thank you for letting me know it's been useful 😊, very kind.

Enjoy it 😊

You're welcome 😊

Hi Jennifer, it sounds like you're doing well by doing some extra homework for tomorrow 😊 Best of luck 🤞

How did it go??

Best of luck. I'm glad they're of use to you 😊 Thanks for letting me know.

Thanks, glad you liked it 😊

It is odd that most drivers of modern SUVs all seem the feel the need to do it too! Thanks for your comment 😊

Hey Craig, Thanks for the "heads up" on not skipping Adds...I didn`t know that skipping Adds within the first five seconds affects the revenue from RU-vid which the creator receives. I`ll not be skipping Adds so quickly in the future but maybe I`ll just mute the volume 🤣 Keep safe and keep watching Leanna, shes great!!!

Haha thanks Craig 😊

Hello, I think it's probably because modern day cars don't drip or leak anywhere near as much (if any) oil. Thanks for your comments 😊

Hi Paul, I read your comment last night, and today whilst my students were on test I filmed a brief commentated ride, it won't be uploaded for a few weeks yet as I have the next few weeks of uploads already scheduled but stay tuned and it will be online sometime soon 😊

Thanks, that's very kind of you. Currently based in Nottingham.

Hi, when turning left or right the "O" stands for mirrors, so it's "mirrors, signal, lifesaver, position, speed, look". You only need one lifesaver, and it is in order to check the blindspot to change position. If turning right into a side road there is a second lifesaver just prior to turning. The purpose of a lifesaver is to check the blindspot immediately prior to moving position. Checking the blindspot too early would result in needing a second check before moving, making the first check null and void. I hope that helps 😊

Hi Kev, that sounds very sensible to me. The main thing is being aware of those gaps and doing the checks where needed, rather than being oblivious! Thanks as always 😊

Ok thanks Leanna , yes the gaps where those pesky escooters seem to think they can squeeze through before you turn left 😂

It's funny how when we start looking, we see more and more mistakes! Thanks for the comments 😊

Learners aren't lunatics, they're learning. Were you perfect when you were learning?

Hi Jason, we use the phrase "brakes to slow, gears to match". So the first point of braking is easing off the throttle, then touch of brakes (to let people know we are slowing down), then selecting the appropriate gear for the speed we are slowing down to as you decrease your speed gradually. Once you're down to about 15mph the clutch can stay in and you can finish with just brakes so the slowing down process is very smooth. It doesn't sound like you'll wear your clutch out frok what you're describing 😊

Hi, thanks for the feedback. I doubt the IAM would frown upon it, depends how tight the turn is. If it's not especially tight then you should be selecting the appropriate gear before the bend and managing the bend on the throttle, but if it is very tight, using the clutch in an appropriate gear should be permitted. The system of Roadcraft "IPSGA" does specify the order of preparing for hazards and bends. "Speed" is usually accepted as deceleration (throttle) and/or brakes, which generally precedes the selection of the gear, and the gear should be selected well before the bend/turn. However there is always to some degree a brake/gear overlap on bikes due to the nature of the controls we are using and this should be accepted by your local IAM observer. I suspect the gear change was late on this occasion or perhaps the gear was used to slow the bike down, which is frowned upon. Either way, ask your IAM observer what exactly the IAM assessor will be looking for - there may be some local variation so it's worth asking the question early on. Thanks 😊

@@motorcyclelessonsuk thanks for the explanation, much appreciated, keep up the good work.!

@@LANKY123 you're welcome 😊

Thank you. Yes me too. I've tried all manner of things to improve it from more expensive microphones to editing the audio quite a lot prior to uploading, but not much is working. My budget won't stretch to a full professional setup! Apologies 😊

Hi Martin. Correct, once in position, there should be no need for another lifesaver as you are in a position that prevents others using the space to your left. It's fine to do what you're suggesting, no you won't be penalised so long as you do that lifesaver. However, bear in mind your cornering speed should always be dictated by your view. If you can't see around the turn in position 1, take it slower so you could deal with any reasonably anticipated hazards such as parked cars or pedestrians crossing the road. Speed is always dictated by view. You should always be able to stop in the distance you can see to be clear on your side of the road. Playing devil's advocate - If you're taking the turn in 2, you'll be tempted to take it quicker, therefore less likely to be able to stop. Thanks 😊

Hi, usually second gear unless I have to stop. Depends on the speed however, if I almost stop, then reintroduce the power, then it's more likely to be 1st gear. Thanks 😊

Thanks, much appreciated. I think as long as I'm moving I'll stick to second and slip the clutch. I'm back on the bike after a 50 year absence, spent the last 30years riding a bicycle. It's the weight of the bike that needs a bit getting used to when going slow and turning. I got myself a brand new Honda CB300R, plenty big enough for my needs at 69 years old. I suppose I've left it a bit late. Really enjoying it though. Take care. @@motorcyclelessonsuk

Position 3 is standard for turning right. An approach at a slow enough speed for junctions will allow more time to spot the potential for all those issues mentioned above, whereby the rider can plan for it on the approach, and not have to deal with it at the last minute. Thanks.

@@motorcyclelessonsuk Thank you.

Hello, usually second, unless you slow down so much that it's worth putting it into 1st. We usually say 2nd gear on the approach, 1st gear if you need to stop. On the approach slow down enough that you could easily stop if necessary without jamming the brakes on. "Prepare to stop while planning to go" is the phrase we use. Thanks 😊

Ask yourself the question: if I am in position 1 which therefore blocks anyone including cyclists and scooter riders from passing me on the inside as I turn left, because the turn is tighter will I be taking the turn faster or slower? Will I be better able to deal with a hazard as I turn at this speed? I'm not aware of any junctions where a main road meets a side road, where pedestrians waiting to cross cannot see the main road, unless they choose to cross further down the road from the junction which then negates the problem with potentially hitting them because we were travelling around the turn too fast to be able to deal with any hazards. In the correct position and at the correct speed we would have time to deal with any hazards as we make the turn. Our turn speed is always dictated by being able to stop in the distance we can see to be clear on our side of the road, so we should not be going that fast around a bend or turn that a pedestrian stepping out would cause us any issues. Thanks 😊

Yes thanks, I had in mind the scenario where a group of people are standing around on a junction and their visibility is obscured by a post box, or another person or the fact that they are looking at their phones or some other distraction and just barge across without looking. In that instance, we've very little chance of seeing them, anitcipating and stopping. But I do take your point about stopping other two wheelers coming up on your inside. Many Thanks.@@motorcyclelessonsuk

@@Johnsonology you're welcome. In that scenario it is OUR view that dictates our speed, such that if it is restricted we slow down until we can see it is safe to continue. Thanks again 😊

​@@motorcyclelessonsuk good explanation. Thanks.

Ah. Best get back to the roundabouts uploads and have a recap. A fail is due to doing something unsafe, illegal, or that significantly inconveniences others, sadly for you there has to be a line drawn somewhere. Passing the test is about doing all the right things, correctly, under pressure on the day, easier said than done sometimes. Best of luck next time 🤞

@@motorcyclelessonsuk lianna thanks for getting back he said I nealy passed i was on a road and coming to a round about lianna and I wa going straight a head and he said I charge lanes my instructor said don't change a lane when you havd committed your self something like that do you have a video please

​@@ANDY-we7mrtry this one: ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE-kWfUIKoLKG0.html Try not to cross any white lines whereby doing so is actually changing lanes. Try to identify which white lines you need to stay between to stay in your own lane and not cut across any other traffic. There's a few examples of this on this particular upload.

Hello, position 2 is our normal riding position when not navigating turns, which is a defensive position, as you say, not encouraging vehicles to overtake or pass you whilst travelling down the road in a straight line. Turning left and right is different because we are turning off the road, so long as once we have moved into the correct position to turn we don't swing back out again in the other direction, it is perfectly fine for other vehicles to pass us on the other side. Imagine the situation differently. We want to turn left but decide to do so from position 2. Just prior to turning a cyclist or scooter rider decides to carelessly pass us on the left because we have slowed down in some traffic in the approach, causing an accident. Or, we are turning right but decide to stay in position 2. A vehicle coming up behind assumes we have left our indicator on from a previous junction, gets frustrated at our speed and decides to commit to an overtake on the approach to the junction. In both these situations if we moved position as well as indicating we are positively communicating our intention to turn in the direction we are indicating. Other vehicles can pass us on the other side and carry on with their journey rather than us holding the traffic back. On waiting further back to turn, this is in relation to a right turn only and is to do with giving yourself time to get your balance before commiting to turn to avoid dropping the bike. It isn't to do with how tightly you turn. Position 1 for turning left may make the turn tighter but your speed should reflect this and proper use of the clutch will help. See my upload on using the clutch for slow tight turns. I hope this helps 😊 Thanks for your questions.

@@motorcyclelessonsuk brilliant thank you so much for the detailed response youre a star. got lots to learn still, been on a cbt 6 years and turn 24 in january so its about time, very nervous for it all

@@SDrizzy you're welcome

Would you like to elaborate?

@@motorcyclelessonsuk You said that it is a failure to steer right before turning left. That is how a rider initiates counter steering and is the proper and safest way to turn; especially as the vehicle speed increases. Go to 8:20 of this video ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE-KhFEnjo7fz4.html

🤣 🤣 🤣 He had his COVID mask on...ATGATT I guess for 'disguise'...??

Hmmm, I've haven't really come across it as a noticeable problem with students, but I have come across people who don't sit centrally on the bike before. It might sound rather obvious/uncompromising, but have you tried to sit more centrally? One thing you can try is dropping your left elbow into your hip as you try to turn/lean for turns and fig 8. This is a technique I use with students who struggle to do fig 8s and u turns. Relaxing the arm and dropping the elbow into the hip can help you turn the bars for slow tight turns. Imagine you are dropping the whole of your left side in on itself as you start to lean/turn, to allow the bike to lean, rather than letting your arms straighten and fighting the lean/turn. Without seeing you ride, it's hard to address the issues to be honest but I hope this helps in some way.

@@motorcyclelessonsuk Thank you for taking the time to provide such a detailed response, I really appreciate it!

@@donalraffertydotcom you're welcome. Let me know how you get on. I've filmed an upload on this for u-turns but haven't had a chance to edit it yet so stay tuned 😊