#wayne rainey

The Relationship Between Tire Characteristics and Riding Form

Rainey's riding style is characterized by a digitally precise and sharp weight transfer. His riding revolves around the body's center of gravity and the machine's center of gravity. Rather than simply maneuvering the motorcycle to go fast, he generates speed by exhibiting more animalistic agility. Therefore, he prioritizes maneuverability over stability in his bike setup. The foundation of this incredible agility is the balance between his legs and hips, as shown in the illustration.

The most noteworthy aspect of Rainey's riding style is his use of the inner footpeg. He places his toes on the footpeg and controls his hips freely. He exquisitely controls the weight on the seat with exceptional responsiveness. This enables his incredible slide control. Furthermore, while his hips move significantly, his shoulders remain firmly centered on the steering wheel, allowing for precise machine operation. When animals move quickly, their heads don't move. In any sport, head movement hinders accuracy. Rainey's form teaches us this importance.

As Matsuya Land points out, there are slight differences in Rainey's forward-leaning form in the 1990s. The increased forward lean is clearly evident from the position of his head compared to '89. This is likely due to the change in tires in '90, from Dunlop tires with superior sliding characteristics to Michelin tires with superior grip, rather than a change in the machine itself.

The 1990 Michelin tires were A-grade tires, boasting exceptionally high grip. This allowed for stronger acceleration. The increased forward lean was likely a way to balance this acceleration. Furthermore, the lower stance likely balanced the centrifugal force generated by the lower stance, resulting in less slippage and higher turning ability during cornering. The high grip of the Michelin tires that year is clearly evident in the complete absence of the tremendous power slides Rainey displayed up until '89.

Rainey's most refined riding was seen in '90 and '91. While other riders might notice this, even though his form appears similar to '88, you can feel a greater sense of relaxation in his posture in '90 and '91. Furthermore, even when he switched from Michelin in 1990 to Dunlop in 1991, his way of releasing power remained unchanged, so it can be said that Rainey's riding form was perfected around this time.

The difference in 1991, when he switched back to Dunlop, is that his forward lean is less pronounced than in 1990, suggesting that the difference in tire characteristics had a significant impact. These characteristics weren't prioritized for high grip, but rather for slide balance. By slightly raising his upper body and shifting more weight onto the seat, he increased the load on the rear tire. This increased tire grip, making it easier to feel the slide. Because of the excellent balance of the slide characteristics, he actively used these characteristics to control the slide and generate speed. Dunlop definitely suited Rainey's riding style.

In 1992 and 1993, the effects of his knee injury were significant. Because he couldn't bend his right knee, he moved his inner foot placement from his toes to his arch. This restricted his hip control. That was the battle Rainey fought in 1992. Ultimately, he managed to compensate by lowering his right footpeg and won the championship. And the same thing happened in Catalonia in 1993. However, at Donington, he was able to operate the rear brake with his heel, which allowed him to place his toes on the footpegs. Consequently, his riding form has become closer to that of before 1991. This definitely means that as he recovers from his injury, his riding is also returning to its peak. More importantly, Rainey's challenge this year is the characteristics of the YZR, which are geared towards stability. This is a countermeasure against Schwantz's braking, and is aimed at improving braking characteristics. Whether this can be refined to bring out Rainey's maneuverability will greatly affect the potential of the V4.

Differences from the fastest years, '88 and '89

Kevin Schwantz's Chapter

There's no doubt that Kevin Schwantz is the fastest rider. However, it took him many years to finally win the coveted title. This month, we compare his riding style from when he prioritized speed over strength to this year, when he finally achieved the championship.

From top left, clockwise:

This is the famous scene from the '91 German GP where Schwantz overtook Rainey on the final lap to snatch the victory. Schwantz’s signature style is perfectly captured in this braking maneuver. Especially here, the bike was jackknifing and swaying violently from side to side. Amazing!!

A scene from the Corkscrew corner at Laguna Seca Raceway during the '87 AMA Superbike race. The same spot as Rainey in last month's issue [a/n: likely referring to the first illustration in the post] Compared to Rainey, his form was surprisingly orthodox.

1988 - First year of full participation in the GP. His form was distinctive, but it didn't have the same sharpness as it does now. Also, because his hips were pulled back far enough, his upper body was positioned low.

This is [a scene of him] coming out of a corner. He snaps the bike upright with a sudden 'lurching' motion, throwing his upper body far over toward the outside. This is likely to put his full body weight onto the outside footpeg.

The advantage of long limbs

Kevin Schwantz was at his fastest in 1988 and 1989. Of course, he still has incredible speed today, but these two years were truly special.

Suzuki made a full comeback to GP in 1988. They debuted the V4 machine, which had become mainstream in the World GP, replacing the previous square-four, and resumed full-scale factory activities. However, the break since 1984 was significant, and compared to the rival NSR, which was showing incredible speed thanks to continuous development, the Suzuki was still inferior in terms of power.

However, Schwantz compensated for the machine's shortcomings with his incredible cornering speed, and immediately won the Japanese Grand Prix. Even when Gardner's NSR overtook him again and again on the straights, he would always overtake him in a flash in the corners, where he was incomparably faster. And then, a miraculous victory. A stunning win. In this race, he suddenly joined the ranks of top riders.

Schwantz's riding at this time was unique, showing a deeper lean angle than anyone before. With his tall stature and long limbs, Schwantz possessed a fortunate physique. In addition to the power slides that were commonplace in the 500cc class, he could increase his speed and control the bike to the point where it could perform inertial slides in corners like a lightweight machine. This was something only Schwantz could do.

Schwantz's riding, far exceeding expectations, had a significant impact on Suzuki's factory racing activities. Of course, they hadn't anticipated winning so many races in their first year, or achieving such success. This dramatically accelerated the development pace of the bike.

The following year, in 1989, the bike achieved such a significant improvement in potential that rival manufacturers once again acknowledged the excellence of Suzuki's two-stroke racing technology.

This machine, combined with Schwantz's superb riding style that knew nothing but attack, produced truly astonishing speeds.

On the left:

“The 'in the zone' version” The head and gaze tilt in harmony with the lean angle. The rider's chin is tucked, leaning into a slight crouch. This posture causes the outside knee to protrude more prominently.

“The 'out of sync' version” The head isn't matching the lean angle; it's staying horizontal to the horizon. Because the head position is higher, it looks like the rider is trying to monitor the struggling machine from above.

On the right:

1993 season. Compared to Superpike, his body is positioned more towards the front, causing his outside leg to be flared outwards. His longer inside leg appears to be cramped between the machine and the track surface.

'87 AMA Superbike. Compared to the '93 season, it looks more orthodox, perhaps due to the lean angle. Because the machine is more upright, the inside leg opening is wider.

Schwantz’s signature trait: A high vantage point

Schwantz is fast. He's an incredibly fast rider. But he's not a "strong" rider. "Fast" and "strong" are different things. Schwantz's defining characteristic lies in the height of his head (line of sight). He appears to be looking down on the machine's behavior from a high vantage point. This is particularly noticeable during his trademark aggressive braking. He supports his entire body weight with just his outside leg, leaving the inside leg completely free.

Because his head and line of sight are positioned so high, his back is less arched (more upright) compared to other riders. Consequently, his hips sit closer to the tank, causing his outside knee to jut out significantly to the side. I believe this is a hallmark of a rider who relies heavily on front-end feel.

When comparing his 1987 and 1993 forms: In '87, perhaps because he was racing a Superbike, his posture wasn't as extreme as it would become by '93. However, the fundamental relationship between his body and the center of the machine remains the same. The difference in '93 is that his riding became much more dynamic; the way his inside shoulder drops into the turn is far more pronounced than in '87.

In the '93 season, because the bike leans so deeply, his unusually long inside leg has nowhere to go; it looks cramped, tucked tightly between the machine and the asphalt.

When looking at the "In the Zone" vs. "Out of Sync" versions of his form, pay close attention to the position of the outside knee, the head, and how deeply the inside shoulder is tucked. The "In the Zone" version looks far more aggressive and combat-ready. If you watch for this relationship between the tilt of the head and the inside shoulder while viewing a race, you can clearly see Schwantz’s momentum.

Perhaps for Schwantz to transition from a merely fast rider to a truly "strong" one, he needed the mental preparation that comes with being a "Champion."

Schwantz: The Transformation into the World's Fastest Man

Incredibly, out of 15 rounds [a/n: in 1989], he secured 9 pole positions and a season-high 6 wins. When you consider that Lawson—the champion that year—had only 1 pole and 4 wins, you can see just how extraordinary Schwantz’s raw speed was.

Of the 9 races he didn't win that year, there were distinct reasons: 3 were due to mechanical failure, 2 were crashes, 1 was rain, and 1 was at Laguna Seca, a track he struggled with. That leaves only one race: the French GP at Le Mans. This was the only race of the year where Schwantz fought a fair fight and was simply beaten. Interestingly, the victor wasn't his rival Rainey, but the champion, Lawson. It was in this year that Schwantz truly became the fastest man in the world.

Previously, during the heyday of Spencer and Lawson, I interviewed Mr. Oguma of HRC regarding the compatibility of a rider’s physique with a 500cc machine. He noted that a taller stature is actually an advantage for the 500s. He suggested that if it weren't for the influence of Kenny Roberts [who was smaller], manufacturers likely would have trended toward developing bikes specifically for taller riders. There was always a possibility that height would be a distinct advantage in controlling a 500cc beast.

Schwantz’s riding style takes 100% advantage of that physical edge. He uses his large frame to freely manhandle a machine that was otherwise tuned toward stability. Braking, in particular, is the most difficult aspect of machine control, yet Schwantz manages to brake while controlling a wildly bucking bike at an astonishing level. His battle with Rainey at Hockenheim in '91 was the perfect embodiment of this "Schwantz-esque" mastery.