Chris Birch Say No To Slow ADV School: Advanced Class Review

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Chris Birch demonstrating the proper way to jump logs aboard an adventure motorcycle during the Say No To Slow school held at Highland Park, Georgia, in late August. (Anthony Bellemare/)

When I heard that Chris Birch was finally offering his Say No To Slow schools in America, I immediately booked a two-day advanced adventure riding course. Then I doubled down on my workouts. I knew, both from online chatter and by observing the New Zealander ride, that the class was going to be incredibly demanding.

The only issue was that the closest school was 800 miles from me. The good news was that it would be held at KTM Highland Park Resort, one of the premier off-road riding parks in the US, even if the August date meant it would be hot and humid in Cedartown, Georgia. The wise thing to do, my wife pointed out, would be to put my KTM 1190 Adventure R on a trailer for the 13-hour trip.

The KTM 1190 Adventure R on Blue Ridge Parkway during my three-day road-ripping trip to the Say No To Slow school. The bike truly does double duty, although I did have to swap tires for the school. (Ron Lieback/)

But like most people, I have limited riding time. So I decided to ride from my home in northeastern Pennsylvania to Highland Park Resort, which is also home to KTM World, an iconic dealership that runs seven days a week and is only closed on Thanksgiving and Christmas.

By the end of day 1 of the two-day school, I’d be second-guessing myself on why I rode there. Maybe it was the injured foot, or maybe the beating I put on myself. Not so much on the body—I certainly discovered new muscles—but the cognitive bandwidth. This is not the school’s fault; each lesson is paced optimally, so you build on each previous skill, or as Birch says, “descending order of importance, and ascending order of excitement.”

Rather, it was my fault for doing three days of hardcore road riding as I attempted to get all the speed demons out of my soul so I could slow down and focus on building new skills and breaking some old habits (yes, Birch, my toes are in). I then followed up this two-day school immediately with an 852-mile slab ride straight home to Pennsylvania, sore foot and all.

Having completed multiple adventure riding courses over the past decade, as constant schooling and practice is the only way to challenge yourself and ride safer at all times, I knew Say No To Slow would push me to new levels of riding discipline. Although I have absorbed valuable lessons from each of the schools, some things never proverbially clicked with me.

Between roadracing and adventure riding schools, I realized that sometimes we’d be expected to use muscles that didn’t exist on everyone, and things would be uncomfortable for a bit. But unfortunately, many schools are extremely rigid about their ways, not considering the health, mindset, or willingness of individual rider practice.

Birch takes all of that into consideration and then some. His training considers even the smallest details, from bike setup to physical and mindset health to riding technique. He constantly frames questions around “what the YouTubers say, and what’s reality.”

For example, how often have you heard what adventure tire psi to run off-road? Most have the old standard, which I’ve used religiously on tubeless knobbies until this week: Use the OEM’s preferred psi for street riding; when off-road, deflate to around 25.

Related: Adventure Riding 101

A nice lunch stop at Tallulah Falls in Georgia during my ride to the Say No To Slow school. (Ron Lieback/)

I’ve been a fan of Birch since seeing him pilot the very bike I own, the KTM 1190 Adventure R, on MAD TV’s YouTube channel in 2015. Birch, an eight-time New Zealand Enduro champion, has won multiple extreme enduro races and also finished the Dakar Rally. Any of these would give him enough clout to become a household name. He’s also coached in over 30 countries since 2007.

Birch finally had the opportunity to coach in the US with help from Moto ADV Tours, a business founded by USMCA-certified dirt bike and streetbike coach Mike Zappone. Zappone created Moto ADV Tours in part to help Birch organize his Say No To Slow curriculum here in the US, and with some help from the American Motorcyclist Association, helped make Birch’s stateside coaching availability a reality.

So what’s it like to have Birch coach you? Four weeks after returning home and getting some much-needed rest, I’m still sore. But my confidence in riding adventure bikes off-road has increased tenfold. This all stems from Birch’s training; he acts as more of a guide than a teacher, allowing you to personalize his technique for the best benefits.

One thing I’ve learned after taking riding schools for well over a decade is to ride well below your ability. This helps you absorb the instruction and fully embrace what’s needed to get the most value out of any given school. I rode at 70 percent of my ability during Birch’s school. I typically try to run around 80 percent, but I wanted to keep my focus, plus I had an upcoming 850-mile one-day ride home on the same bike I would use in the school.

The other 14 participants (class is capped at 15) trailered their bikes. Even if I did trailer, I’d likely still run at 70 percent of my ability; this is a school in which the best way to learn is to slow down, both on the bike and mentally. Another thing to keep in mind is that this off-road instructional training is not for smaller dual sport bikes, but rather larger adventure bikes. Birch also offers a “dirt bike” school that focuses on off-road riding techniques for smaller dual sports.

Birch showing some real-time tire swapping on my 1190 Adventure R. (Anthony Bellemare/)

Chris Birch Say No To Slow Adventure Bike School, Day 1

Birch again mentions that the school is in “descending order of importance, but ascending order of excitement.” All this begins with a two-hour period of bike-prep talk and wrenching, helping the class get their adventure motorcycles prepared for off-road riding. The goal is to have the most control over the bike, allowing the bike to do most of the work while the rider preserves energy and remains safe.

A look at my beloved KTM 1190 Adventure R waiting to borrow a TKC 80 so I can actually get through the two-day Say No To Slow school. (Ron Lieback/)

For me, the morning began with some immediate wrenching. I was on Dunlop Trailmax Mission tires, which provided feel at sportbike-like speeds for the on-road sections and enough traction for off-road riding, at least in the dry. Birch gave the Dunlops one look, and within minutes I was ripping the front tire off to replace it with a borrowed Continental TKC 80. I kept the rear, deflating it to around 21 psi.

Birch's tool kit has assisted in multiple races and off-road adventures. (Anthony Bellemare/)

Meanwhile, Birch continued going over setup, discussing proper adjustments that generally work for most ADV riders.

• <b>Handlebar</b>: basically, line them up perpendicular to the top of the fork. If you go forward, you gain agility at the sacrifice of stability; if you push them rearward, you gain stability at the lack of agility. Birch stressed how much R&amp;D KTM puts into its stock setup and parts and says the “stock position is generally best.” As for bar risers, keep them stock: “the main thing bar risers do is make your bike not handle well.” I’ll be replacing my short risers.
• <b>Clutch and brake levers</b>: have them just slightly down from parallel to the ground. This puts some angle on the wrist, which helps keep the heel of your palm in the proper position when needed (though your legs should be doing most of the gripping).

Birch shows proper setup of the rear brake lever, which for most should be slightly lower than the footpeg. (Anthony Bellemare/)

• <b>Mirrors</b>: keep them loose when off-road, so you don’t crack them off if you crash into something.
• <b>Fork</b>: Birch says he doesn’t change this often and typically stays with the stock setup. If you lower the fork, the bike will turn better but sacrifice stability. If you raise the fork, the bike will be more stable but not turn as well.
• <b>Rear brake/gearshift level</b>: Birch keeps the rear brake pedal just below parallel with the rear footpeg. He also likes some play in it. Gearshifts should also remain just below parallel to the footpeg.
• <b>Tire Pressure</b>: again, there is no single answer on what psi to run. Birch says he changes tire pressure based on feel and multiple times per day depending on the terrain. OEM pressure for street tires is always kept when long-distance asphalt touring, but off-road varies greatly, contingent on tire make, rider weight, bike setup, and terrain. For KTM World, I began with 25 psi in my front 21-inch tubeless TKC 80, and 24 psi in the 18-inch rear tubeless Dunlop Trailmax Mission. The front remained good for two days, around 25, but I ended up dropping the rear down to 20 for added grip, especially helpful when things become greasy after rain.

Here Birch discusses having the elbows wide versus the typical “elbows up” that many go by. (Anthony Bellemare/)

After optimizing motorcycle setup, we took a slow ride on gravel roads to an oval track that was flat except for one side with a huge hill. We used both the track and inner and outer grass portions of that track for some drills, focusing on body position.

Related: MSF AdventureBike RiderCourse Review: Off-Road ADV Training

Birch goes over the different styles of tires. (Anthony Bellemare/)

The drills begin with proper body position while sitting. Birch stresses keeping the center of the hips over the footpegs, knees in, and elbows wide. Wide elbows were emphasized because most off-road riders are told to keep their elbows up, but this can cause some confusion and place your hands at awkward angles on the handlebar.

There was an emphasis on keeping the toes in—at least there was for me; I was repeatedly reminded to do this over the two days of the school. Birch even placed an orange sticker that said “toes in” on my bike as a reminder. I learned to keep my boots basically touching the engine cases; this ensures any rocks or logs or whatever on the trails won’t smack my feet and send me crashing or injure me. I think I now know why I’ve broken both toes and rolled my left foot numerous times off-road. Birch also says that the most common off-road injury, suffered by about three-quarters of riders, occurs from the knee down.

Next was standing position drills, which get you into position to control the bike through your hips. I had to break some decade-plus habits. The first was to stop riding on the balls of my feet, a habit from my street riding/roadracing focus, and instead ride on the midsoles of the feet (with the toes in!). Second was always keeping my shins straight up and down, perpendicular to the ground. By always keeping your shins perpendicular to the ground, you’ll use your hips to control the bike. This helps further emphasize how the handlebars are there mostly for throttle, brake, and clutch inputs, as Birch continually repeated throughout the two-day class.

After two hours of bike-prep talk, the class moves into Highland Park’s oval. Birch discusses proper body positioning. (Anthony Bellemare/)

Birch constantly stressed the “rider triangle.” Think of your elbows as the upper two points and your feet/the pegs as the lower single point. When the triangle is tightened, meaning your shins are perpendicular to the ground, your butt is down closer to the seat, and your knees are clenching the gas tank, you’ll be much safer because the bike will do more work. This is the ideal position to be in during “aw crap” moments, because both you and the bike will be more prepared for anything in the way.

This helped a few times during our after-school rips around the perimeter trail of Highland Park. When I was faced with something unpredictable, such as a large rock or log, I tightened up my triangle, and the bike seemed to absorb the impact better. This is also useful during water crossings, such as in puddles or streams. This position does take a lot of energy, which is why Birch also stresses healthy living, proper dieting, and workouts. Also, when riding in easy areas like gravel roads or smooth trails, it’s smart to sit down and preserve energy. Birch’s analogy was to think of your energy as a book of matches. Every time you use energy, you burn another match. Once you run out of matches, bad things happen.

The Highland Park cabin I called home for two days and three nights. (Ron Lieback/)

Following a quick lunch, the class headed back out to the oval training area for more drills. The afternoon was filled with standing corners, where students put into practice all the BP drills of the morning, combining them with countersteering to give the bike the most traction possible. Some positions felt a bit awkward, such as keeping the toes in and keeping the head and chin on the outside of the bike while turning basically above and perpendicular to the front tire for most traction.

We also incorporated braking drills in the afternoon, using the rear for stability and the front to slow. One of my favorites was the standing braking drill heading up the hill. We learned to brake with both brakes to the apex, the point at which the bike is closest to the corner, and then get our vision correct for exiting.

Classroom instruction was over at around 4 p.m., at which time anyone who wanted to keep riding could chase Birch around the perimeter of the course. This was when students were able to incorporate everything learned that day in real time. Most of the students went on the ride, which lasted about an hour before it was time for some supper. I fell asleep that night revising my notes from the school, replaying the day’s lessons over and over in my head.

Finally! I couldn't wait to have my name on one of those stickers. (Anthony Bellemare/)

Chris Birch Say No To Slow Adventure Bike School, Day 2

The second training day began promptly at 9 a.m. on the circle course. Birch didn’t have to go through bike setup and other pre-riding skill training, so we immediately began on-bike drills while it was still a bit cooler.

Day 1 had been beyond intense; day 2 was even more so. Riding lessons began with a quick recap of what we had already learned, then moved into practicing tight left-and-right 180-degree turns while locking the handlebars. The timing of the exercise was optimal because it forced you into the proper body position Birch had instructed us in. Birch stressed that the more you practice, such as these locked handlebar turn exercises, the more your muscle familiarity will grow and become second nature.

The class looks on as Birch shows the impact of the rear tire on a log at speed without proper technique. (Anthony Bellemare/)

As Birch says, “If you want to get better at the sport, you have to practice it. Those who practice more always come out a better and safer rider.”

Birch then got the class into exercises that slowly set up the technique of smoothly lifting, or “lofting,” the front wheel to get up over objects, including the logs we soon practiced jumping over. This was all about body position while compressing the suspension and timing the clutch and throttle just right. This revving of the engine was what Birch called a “safety brapp.”

This is the same practice used for those gorgeous controlled stand-up wheelies off-road, but the class was only practicing getting the front light and raising it enough to go over larger obstacles like rocks or logs. This was tough work, the toughest of the course. But once the class looked good enough, Birch turned to actually jumping over logs.

Here, Birch shows examples of sitting and rolling over obstacles. (Anthony Bellemare/)

He first demonstrated how you could crash into a log with no hands on the handlebars. As long as the rider grips the bike correctly with the lower legs and has correct body position, the bike’s suspension will do all the work. From there, we were shown another lesson: Going over a log by hitting it first with your front tire.

I’ve always wheelied over obstacles, letting the rear tire (or skid plate!) smash into them. And I was doing it all wrong, which explains the many times I’ve crashed while getting over obstacles.

Birch’s technique has you “pushing” the front over the object. Basically, the clutch dump/throttle control (safety brap!) is timed “uncomfortably” close to the log or rock or whatever obstacle is present. Birch says a good marker is to start as far back as the height of the object; if a log is about 12 inches high, start your safety brap 12 inches before the object. The bigger the obstacle, the slower you should be going.

Look everyone, no hands needed. Birch shows you how much impact an ADV bike can take if you ride with proper body position. And this impact was at least 30 mph. (Anthony Bellemare/)

From there, you want the front tire to hit and roll over the object; when the rear tire hits the object, pull the clutch in, lock your hips and feet, and pull back on the bars while getting your butt over the rear of the seat.

It’s a lot to take in and deserves a lot of practice. After a dozen practice runs over a log, I was beat due to working my body and the heat. Thankfully, lunch came to my rescue.

The afternoon started with drills on the outer loop of KTM World, the same loop that a bunch of us rode after the first day’s class. But the steep rock incline I made up easily on Saturday took some effort on Sunday due to sudden downpours and my not-so-grippy rear tire; seems I should have spooned a TKC 80 on the back as well.

Birch taught us the three body position options for climbing hills; option one being the least taxing and option three the most, burning through those matches he kept referencing. Position one is sitting down for a hill, letting the suspension do the work while saving your arms, as your knees are locked in. The second position is standing, controlling the bike through your hips with your knees a bit forward, while keeping your shins vertical and your head forward—not your entire body, as I’ve done for the past decade.

Related: Open-Class Adventure Comparison Test

Here Birch shows the optimal body position as your hips do most of the work. (Anthony Bellemare/)

The third method is the most physically demanding for the steepest of inclines. It’s also something I would have never done, because initially, it seems to make zero sense. You actually dip your hips back like the braking technique, dig the heels in as low as possible, and get your weight over the rear tire. It seems this would make the bike flip because your weight is back. But on an adventure bike, this is no worry. This technique puts the most weight over the rear tire for traction, allowing the bike to truly dig in as you hold your head low and your elbows wide.

The next lightbulb moment was how hills should be split into thirds. The first third is all about getting the proper speed while in full control, the middle third is line choice and soaking in the bumps through the suspension, and the final third of the hill is getting over the top, where Birch says “all the ugly [stuff] happens.”

Basically, if you get the first and second sections correct, the third should go well too. But many panic and either give it too much throttle or, worse, not enough. The goal is to have your ground speed equal to your wheel speed, and all will go as planned.

This sounds simple, but takes practice. This is where I experienced my first drop of the weekend, my KTM washing out as I overcompensated a slide with too much throttle. The off was nothing; the hard part was getting back on and starting off mid-hill, which happened to be the steepest portion at the top, all wet rock. Starting mid-hill was also a portion of Birch’s drill, and I got to practice those lessons not once but twice.

A few riders rode smaller dual sports, so Birch provided some quick examples of different BP for these riders. (Anthony Bellemare/)

When everyone was at the top of the steep rocky hill, Birch began the next lesson: Going down steep hills. Here again the lesson was all about letting the suspension absorb the terrain and keeping the ground speed equal to wheel speed. This is a concept I want tattooed on every cell of my body, because it changed everything for me.

The trick to getting over steep obstacles and ruts while going downhill and turning is using no brakes. You should have your speed set as much as possible and let the tires roll over and through things while the suspension does its natural work. I had a few oh-crap moments where I used too much rear brake, locking up the rear wheel and making me work harder than needed. I should have just rolled through the obstacles and ruts with no input from brakes. I quickly remembered once again: The rear brake is for stability, the front for slowing down.

We made a loop, going up the steep incline and down the tight rocky enduro path, which took about 8 minutes to complete. I lasted three loops before I had to take a mental break; my matches were starting to run out.

Here Birch demonstrates choosing the correct line by looking where you want to be. He stressed that this skill can save lives during real-world off-roading, on trails, and on pavement. (Anthony Bellemare/)

The group started heading back to camp; whoever wanted to ride more, including some enduro trails, could stay out. The main loop got so slick I nearly burned my last match; I was slipping and sliding everywhere, and still don’t understand how I didn’t crash. I had to employ every hill climbing technique I had just learned, or I’d be constantly picking up my bike.

When we finished the loop, nearly all the riders were pooped. Birch made a great leadership move and had everyone go back to camp to rest up for a few, declaring that those who wished to go back out could do so later. A few of the trails didn’t have that greasy claylike mud, and the plan was to ride those. I was all in—only because I asked to use their 450 EXC so I can actually get some rear traction.

Only a few of us went out, five including Birch. We were on the throttle quickly, and after we moved through some slick sections, Birch took me and another rider on a 5D Superman trail, the hardest segment at Highland Park. I hadn’t ridden a true dual sport in years, so I had to remember to sit basically on the gas tank and refocus my body position. These trails were tight, and some extremely slick conditions would present themselves, which for me occurred always after some quick sections.

While chasing Birch, one section got really quick and then really slick in sudden succession. I came around a blind corner a bit too tight and didn’t have enough time to prep for the loose clay. I slid on my left slide, smacking my head off the ground as the bike slammed onto my left foot. I killed the bike and then remained still for a second, making sure I could move my limbs. My gear had done its job, though my left foot was definitely injured. The rider behind me helped me pick up the bike, and we chased down Birch.

This was one of my largest issues throughout the two-day school. Now I understand why I limp basically half of the year following repeated injuries to my left foot. (Ron Lieback/)

Then it was my new friend’s turn to crash, heading up a steep and slow path that turned 90 degrees, creating the sort of situation where if you don’t choose your line correctly or set the proper speed, bad stuff is bound to happen. He crashed, and I was stuck at the bottom of the hill as Birch helped him up. All was good with him, thankfully, and I had to refocus again and think of splitting this hill into thirds. I timed it properly, using the optimal speed and line to make it around, but I was working hard.

When we got to the end of the trail my matches were absolutely spent, as were everyone else’s. That includes Birch, but keep in mind he had just taught for five days straight while riding at an intense level each day. Again, he proves what’s true in every sport; you need to be in top physical and mental health to truly lead in your segment.

Back at camp, after a bit of BSing with Birch and his crew, I was more than ready for sleep. I woke up sore, but fully charged with that post-riding-school feeling that I was ready for that next big adventure.

My adventure, however, was riding 852 miles home on interstates with what I was beginning to suspect was broken, though I could limp around. There are only a few good weeks of riding before the snow begins, so I’ll deal with it then if it hurts; don’t tell Birch, as he’d want this addressed now.

Photographer Anthony Bellemare's KTM 1290 Adventure R after day 2. Yes, the end of the day was a muddy mess, and every rider experienced a drop of some sort. (Anthony Bellemare/)

Conclusion

After years of attending different schools and working with many instructors, not one has provided the value of Birch’s Say No To Slow school. I took the advanced course, but heard the same sentiments from those who took the beginner course, which from all reports is one of the most strenuous beginner courses offered in adventure motorcycling.

This is the type of training that lifts riders from mere middle-of-the-road competence to true ADV capability. And what’s adventure motorcycling without serious challenges, such as Birch’s course? Isn’t that why most of us ride these huge machines off-road? Yes, Birch’s training is a challenge, but there’s no doubt that his coaching will make you a much better rider. I’d say those who finish the advanced course would be placed in the top 20 percent of adventure riders. If they religiously practice the drills, and keep their minds and bodies fit, I’d say they’d place in the top 5 percent.

There are adventure riders and instructors, and then there is Chris Birch. Birch rides in a unique, smooth style that many try to imitate but don’t have the mindset to truly emulate. He’s by far the most capable off-road rider I’ve ever ridden with, and he attributes his capability to relentless practice with a healthy mind and body.

He’s also a great teacher of what modern adventure motorcycles are capable of. The bike is built to do the majority of the work; let it work. It’ll save you energy and make you a much safer, smoother, and if you want it, faster rider.

Birch lives by what he preaches, and that's consistent practice. This is what makes him a champion, and thankfully, one who also likes to guide others to become the best riders they can possibly be. (Anthony Bellemare/)

Above all, Birch says, practice as often as possible, even if it’s in a yard or a parking lot. All that work will surface when you’re on an adventure motorcycle trip involving trails many dirt bikes won’t commit to. Birch would tell you to ride at your own pace, let the bike work, and most importantly, have fun.

Just remember not to burn all your matches. That’s when crashes begin, and the fun ends.

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