Motorcycle Operator Manual

WEST VIRGINIA

MOTORCYCLE

OPERATOR MANUAL

WITH SUPPLEMENTARY INFORMATION FOR THREE-WHEEL MOTORCYCLES

EDITION

CONTENTS 1 PREFACE

Riding a motorcycle is fun and can be a great means of transportation. But proper

skills and knowledge are needed to ride safely in trafc conditions.

This 18th edition of the Motorcycle Safety Foundation Motorcycle Operator

Manual* contains tips and strategies to help riders manage risk. The manual was

written for novices and designed for use in licensing programs, but there’s great

information for all two- and three-wheel motorcycle riders. Topics covered include

motorcycle controls, developing effective street strategies, group riding, riding with

a passenger, and more.

Additional resources are available at MSF-USA.org, including the new MSF

Basic eCourse, with interactive online exercises. But the best way to learn to ride

is through formal hands-on training, like with the MSF Basic RiderCourse, where

you’ll learn how to properly operate a motorcycle with the help of MSF-certied

RiderCoaches.

Making motorcycling safer, and as a result more fun, is our goal.

Erik Pritchard

President

Motorcycle Safety Foundation

*The original Motorcycle Operator Manual was developed by the National Public Services Research

Institute under contract to the National Highway Trafc Safety Administration as part of a cooperative

agreement between NHTSA and the MSF. Continuing to help state agencies with their licensing programs,

the MSF offers the source les of this booklet to them at no charge. Write to [email protected] for more

information.

2 CONTENTS

THE RIDER AND

THE MOTORCYCLE ��3

PREPARING TO RIDE

Wear the Right Gear ��4

Know Your Motorcycle ��6

Know Your Responsibilities ��9

RIDE WITHIN YOUR ABILITIES

Basic Vehicle Control ��10

Keeping Your Distance �� 13

SEE ��17

Intersections ��19

Increasing Conspicuity ��22

Crash Avoidance ��25

Handling Dangerous Surfaces ��28

Mechanical Problems ��30

Animals ��32

Flying Objects ��33

Getting Off the Road ��33

Carrying Passengers

and Cargo ��33

Group Riding ��36

BEING IN SHAPE TO RIDE

Why This Information Is

Important ��40

Alcohol and Other Drugs in

Motorcycle Operation ��40

Alcohol in the Body �� 40

Alcohol and the Law ��41

Minimize the Risks ��42

Step in to Protect Friends ��42

Cannabis and

Motorcycle Operation ��43

Fatigue ��43

EARNING YOUR LICENSE OR

ENDORSEMENT ��44

THREE-WHEEL SUPPLEMENT

Supplementary Information

for Three-Wheel Motorcycles ��46

Know Your Vehicle ��46

Basic Vehicle Control ��48

Carrying Passengers and Cargo �� 51

HAND SIGNALS �� 52

T-CLOCS PRE-RIDE CHECKLIST ��54

Motorcycling is a unique experience.

Compared to a car, you don’t sit in a

motorcycle, you become its upper half.

Not as a passive driver, but as an active

rider leaning into a string of smooth

corners, playing along with the rhythm

of the road; shifting, accelerating, and

braking with precision. Whether you

ride to and from work or prefer the

camaraderie of a group ride on the

weekend, motorcycling engages all your

senses and creates an exhilarating sense

of freedom.

Along with that freedom comes

responsibility. All states require some

form of license or endorsement to

demonstrate you possess a minimum

level of skill and knowledge. This booklet

and other motorcycle publications can

help prepare you to be successful. You

might also consider taking a formal

hands-on training course, even if your

state doesn’t require that you complete

one. You’ll learn how to improve your

riding skills and mental strategies, so you

can be a safer, more alert rider and enjoy

riding that much more.

The diagram above illustrates the

complex environment that awaits you,

and supports the concept that, as the

Motorcycle Safety Foundation says, “Safe

riding depends as much on the mental

skills of awareness and judgment as it

does on the physical skill of maneuvering

the machine.”

Successfully operating a motorcycle is

a much more involved task than driving

a car. Motorcycling requires strength,

coordination, and balance, as well as

a heightened sense of awareness and

position amidst other roadway users. A

motorcycle is more responsive than a

car, but is also more sensitive to outside

forces, like irregular road surfaces or

crosswinds. A motorcycle is also less

visible than a car due to its narrower

prole, and offers far less protection by

exposing its rider to other trafc and the

elements. All these risks can be managed

through training and education.

RIDING ENVIRONMENT

THE RIDER AND THE MOTORCYCLE

4 PREPARING TO RIDE

PREPARING TO RIDE 4

What you do before you begin a ride goes a long way toward riding safely

and effectively. Before any ride, a safety-minded rider makes a point to:

1� Wear the right gear�

2� Become familiar with the motorcycle�

3� Check the motorcycle parts and controls�

WEAR THE RIGHT GEAR

When you ride, your gear is “right”

if it protects you. In any crash, you have

a far better chance of avoiding serious

injury if you wear:

 A DOT-compliant helmet�

 Face or eye protection�

 Protective clothing�

Helmet Use

Crashes can occur — particularly

among untrained, beginning riders.

And one out of every ve motorcycle

crashes results in head or neck injuries.

Head injuries are just as severe as neck

injuries — and far more common. Crash

analyses show that head and neck

injuries account for a majority of serious

and fatal injuries to motorcyclists.

Research also shows that, with few

exceptions, head and neck injuries are

reduced by properly wearing a quality

helmet.

Some riders choose not to wear a

helmet. But, here are some facts to

consider:

 A DOT-compliant helmet lets you

see as far to the sides as necessary.

Studies show that a helmet does not

keep a rider from spotting danger.

 Most crashes happen on short trips

(less than ve miles long), just a few

minutes after starting out.

 Most riders are riding slower than

30 mph when a crash occurs. At

these speeds, helmets can cut both

the number and the severity of head

and neck injuries by half.

No matter what the speed, helmeted

riders are three times more likely to

survive head injuries than those not

wearing helmets at the time of the

crash. The single most important thing

you can do to improve your chances if

you crash is to wear a securely fastened,

quality helmet.

Helmet Selection

There are three primary types of legal

helmets, providing three different levels

of coverage: half, three-quarter, and

full face.

Whichever style you choose, you can

get the most protection by making sure

that the helmet:

 Is designed to meet U�S�

Department of Transportation (DOT)

and state standards. Helmets with

a label from the Snell Memorial

Foundation also give you an

assurance of quality.

 Fits snugly, all the way around.

 Has no obvious defects such as

cracks, loose padding or frayed straps.

Whatever helmet you decide on, keep

it securely fastened on your head when

you ride. Otherwise, if you are involved

in a crash, it might y off your head

before it gets a chance to protect you.

CONTENTS 55

Eye and Face

Protection

A plastic impact-resistant

faceshield can help protect

your whole face in a crash.

It also protects you from

wind, dust, dirt, rain, insects

and pebbles thrown up

from cars ahead. These

problems are distracting

and can be painful. If you

have to deal with them,

you can’t devote your full

attention to the road.

Goggles protect your eyes, though

they won’t protect the rest of your face

like a faceshield does. A windshield

attached to the motorcycle is not a

substitute for a faceshield or goggles.

Most windshields will not protect

your eyes from the wind. Neither will

eyeglasses or sunglasses. Glasses won’t

keep your eyes from watering, and

they might blow off when you turn

your head while riding, or in windy

conditions.

To be effective, eye or faceshield

protection must:

 Be free of scratches.

 Be resistant to penetration.

 Give a clear view to either side.

 Fasten securely, so it does not blow

off.

 Permit air to pass through, to reduce

fogging.

 Permit enough room for eyeglasses

or sunglasses, if needed.

Tinted eye protection should not

be worn when little outside light is

available.

Clothing

The right clothing protects you. It also

provides comfort as well as protection

from heat, cold, debris and hot and

moving parts of the motorcycle. It can

also make you more visible to others.

 Jacket and pants should cover arms

and legs completely. They should t

snugly enough to keep from apping

in the wind, yet loosely enough to

allow you to move freely. Leather

offers the most protection. Sturdy

synthetic material provides a lot of

protection as well. Wear a jacket

even in warm weather to prevent

dehydration. Many are designed

to protect without getting you

overheated, even on summer days.

Some riders choose jackets and pants

with “body armor” inserts in critical

body areas for additional protection.

 Boots or shoes should be high and

sturdy enough to cover your ankles

and give them support. Soles should

be made of hard, durable, slip-

resistant material. Keep heels short so

they do not catch on rough surfaces.

Tuck in laces so they won’t catch on

your motorcycle.

HELMETS

6 PREPARING TO RIDE

 Gloves allow a better grip and help

protect your hands. Your gloves

should be made of leather or similar

durable material.

 Hearing protection reduces noise

while allowing you to hear important

sounds such as car horns or sirens.

Long term exposure to engine and

wind noise can cause permanent

hearing damage even if you wear a

full face helmet. Whether you choose

disposable foam plugs or reusable

custom molded devices, be sure

you adhere to state laws regarding

hearing protection.

In cold or wet weather, your clothes

should keep you warm and dry, as

well as protect you from injury. You

cannot control a motorcycle well if

you are numb. Riding for long periods

in cold weather can cause severe chill

and fatigue. A winter jacket should

resist wind and t snugly at the neck,

wrists and waist. Good-quality rainsuits

designed for motorcycle riding resist

tearing apart or ballooning up at high

speeds.

KNOW YOUR

MOTORCYCLE

There are plenty of things on the

highway that can cause you trouble.

Your motorcycle should not be one

of them. To make sure that your

motorcycle won’t let you down:

 Start with the right motorcycle

for you. It should t you well.

 Read the owner’s manual.

 Be familiar with the controls.

 Check the motorcycle before

every ride.

 Keep it in safe riding condition

between rides.

 Avoid add-ons and modications

that make it more difcult to handle.

The Right Motorcycle For You

First, make sure your motorcycle is

right for you. It should “t” you. Your

feet should reach the ground while

you are seated on the motorcycle, and

the controls should be easy to operate.

Smaller motorcycles are usually easier

for beginners to operate.

At a minimum, your street-legal

motorcycle should have:

 Headlight, taillight and brake

light�

CLOTHING

A plastic shatter-resistant face shield:

A. Is not necessary if you have a

windshield.

B. Only protects your eyes.

C. Helps protect your whole face.

D. Does not protect your face as well as

goggles.

Answer - page 45

TEST YOURSELF 1

 Front and rear brakes�

 Turn signals�

 Horn�

 Two mirrors�

Borrowing and Lending

Borrowers and lenders of motorcycles,

beware. Crashes are more likely to occur

among beginning riders — especially

in the rst months of riding. Riding an

unfamiliar motorcycle adds risk. If you

borrow a motorcycle, get familiar with

it away from trafc. And if you lend

your motorcycle to friends, make sure

they are licensed and know how to ride

before allowing them out into trafc.

No matter how experienced you

may be, ride extra carefully on any

motorcycle that’s new or unfamiliar

to you. More than half of all crashes

involve riders with less than ve months

of experience on their motorcycle.

Get Familiar with the

Motorcycle Controls

Make sure you are completely familiar

with the motorcycle before you take

it out on the street. Be sure to review

the owner’s manual. This is particularly

important if you are riding a borrowed

motorcycle.

If you are going to use an unfamiliar

motorcycle:

 Check it out thoroughly�

 Find out where everything is,

particularly the turn signals, horn,

headlight switch, fuel-supply valve

and engine cut-off switch. Find and

operate these items without having

to look for them.

 Know the controls� Work the

throttle, clutch lever, brakes,

and shifter a few times before

MOTORCYCLE CONTROLS

8 PREPARING TO RIDE

you start riding. Be very familiar

with the friction zone for manual

transmissions.

 Ride very cautiously and be aware

of surroundings. Accelerate gently,

take turns more slowly and leave

extra room for stopping.

Check Your Motorcycle

A motorcycle needs more frequent

attention than a car. A minor technical

failure on a car is seldom more than an

inconvenience for the driver. The same

failure on a motorcycle may result in a

crash or having to leave your motorcycle

parked on the side of the road. If

anything’s wrong with your motorcycle,

you’ll want to nd out about it before

you get in trafc.

The primary source of information

about how a motorcycle should be

inspected and maintained is its owner’s

manual. Be sure to absorb all of its

important information. A motorcycle

will continue to ride like new if it is

maintained and routine inspections

become part of its maintenance.

A pre-ride inspection only takes

a few minutes and should be done

before every ride to prevent problems.

It’s quick and easy to check the critical

components and it should be as routine

and automatic as checking the weather

forecast before heading out for the day.

A convenient reminder developed by

MSF is T-CLOCS

. There is a T-CLOCS

“tear-out” sheet at the back of this

manual for you to keep. A T-CLOCS

inspection should be conducted before

every ride, and includes checks of:

T — Tires and Wheels

 Check tire ination pressure,

treadwear and general condition of

sidewalls and tread surface.

 Try the front and rear brake levers one

at a time. Make sure each feels rm

and holds the motorcycle when fully

applied.

C — Controls

Make sure the clutch and throttle

operate smoothly. The throttle should

snap back to fully closed when

released. The clutch should feel tight

and should operate smoothly.

Try the horn. Make sure it works.

L — Lights and Electrics

Check both headlight and taillight.

Test the switch to make sure both

high and low beams work.

Turn on both right and left hand

turn signals. Make sure all lights are

working properly.

Try both brakes and make sure each

one turns on the brake light.

Clean and adjust mirrors before

starting. It’s difcult to ride with one

hand while you try to adjust a mirror.

Adjust each mirror so you can see

the lane behind and the lane next

to you. When properly adjusted, a

mirror may show the edge of your

arm or shoulder – but it’s the road

behind you and to the side that are

important.

O — Oil and Other Fluids

Check engine oil and transmission

uid levels.

Check the brake hydraulic uid and

coolant level, if equipped, weekly.

Be sure your fuel valve is open, if

equipped, before starting out. With

the fuel valve closed, your motorcycle

may start with only the fuel that is

still in the lines, but will stall once the

lines are empty.

Look underneath the motorcycle for

signs of an oil or fuel leak.

C — Chassis

Check the front suspension. Ensure

there is no binding. The rear shocks

and springs should move smoothly.

If there is a chain or belt, adjust

according to the manufacturer’s

specications, and check the

sprockets for wear or damage.

S — Stands

Ensure the side stand operates

smoothly and that the spring holds it

tightly in the up position. If equipped,

the center stand should also be held

rmly against the frame whenever the

motorcycle is moving.

Additionally, regular maintenance

such as tune-ups and oil changes are

important. Wear and tear is normal

with use; routine maintenance will

help prevent costly breakdowns.

The schedule for regular upkeep

for motorcycle parts and controls is

contained in the motorcycle’s owner’s

manual.

KNOW YOUR

RESPONSIBILITIES

“Accident” implies an unforeseen

event that occurs without fault or

negligence. In trafc, that is not the

case. In fact, most people involved in

a crash should probably claim some

responsibility for what takes place.

Consider a situation where someone

decides to drive through an intersection

on a yellow light turning red. Your

light turns green. You pull into the

intersection without checking for

possible trafc. That is all it takes for the

two of you to crash. It was the driver’s

responsibility to stop, and it was your

responsibility to look before moving out.

Someone else might be the rst to start

the chain of events leading to a crash,

but it doesn’t leave any of us free of our

responsibility to reduce risk.

As a rider you can’t be sure that other

operators will see you or yield the right

of way. To lessen your chances of a

crash occurring:

 Be visible — wear proper clothing,

use your headlight, ride in the best

lane position to see and be seen.

 Communicate your intentions —

use the proper signals, brake light

and lane position.

 Maintain an adequate space

cushion — when following, being

followed, lane sharing, passing and

being passed.

 Search your path of travel 12

seconds ahead.

 Identify and separate hazards.

 Be prepared to act — remain alert

and know how to carry out proper

crash-avoidance skills, like rm

braking or swerving.

Blame doesn’t matter when someone

is injured in a crash. The ability to ride

aware, make critical decisions and carry

them out separates responsible riders

from the rest. Remember, it is up to you

to keep from being the cause of, or an

unprepared participant in, any crash.

More than half of all crashes:

A. Occur at speeds greater than 35mph.

B. Happen at night.

C. Are caused by worn tires.

D. Involve riders who have less than

ve months of experience on their

motorcycles.

Answer - page 45

TEST YOURSELF 2

10 RIDE WITHIN YOUR ABILITIES

Reading this manual does not teach you the physicals skills to control

direction, speed or balance. That’s something you can learn only through

practice, preferably in a formal course of instruction like an MSF RiderCourse.

But control begins with knowing your abilities and riding within them, along

with knowing and obeying the rules of the road.

BASIC VEHICLE CONTROL

Body Position

To control a motorcycle well:

 Posture — Position yourself

comfortably so you are able to

operate all the controls and steer

effectively. This helps you interact well

with your motorcycle and allows you

to react quickly to hazards.

 Seat — Sit far enough forward so

that arms are slightly bent when you

hold the handgrips. Bending your

arms permits you to press on the

handlebars without having to reach

too far.

 Hands — Hold the handgrips

rmly to keep your grip over rough

surfaces. Start with your right wrist

at. This will help you keep from

accidentally using too much throttle.

Also, adjust the handlebars so your

hands are even with or below your

elbows. This permits you to use the

proper muscles for proper steering.

HOLDING HANDGRIPS

 Knees — Keep your knees against

the gas tank to help you keep your

balance as the motorcycle turns.

 Feet — Keep your feet rmly on the

footrests to maintain balance. Don’t

drag your feet. If your foot catches

on something, you could be injured

and it could affect your control of

the motorcycle. Keep your feet near

the controls so you can get to them

easily if needed. Also, don’t let your

toes point downward — they may

get caught between the road and the

footrests.

Shifting Gears

There is more to shifting gears than

simply getting the motorcycle to pick

up speed smoothly. Learning to use the

gears when downshifting, turning or

starting on hills is equally important for

safe motorcycle operation.

The gearshift lever is located in front

of the left footrest and is operated by

the left foot. To shift “up” to a higher

gear, position your foot under the shift

lever and lift and release. To downshift,

press the shift lever down and release.

The shift lever changes one gear

each time it is lifted or pressed down.

Whenever the lever is released, spring

loading returns it to center, where the

mechanism resets for the next shift up

or down. A typical gear pattern is 1-N-

2-3-4-5. The N is for neutral, which is

selected by either a “half lift” from 1st

gear or a “half press” from 2nd gear.

Most motorcycles have ve gears, but

some have four or six gears.

As your motorcycle increases

speed, you will need to shift up to a

higher gear. Shift up well before the

engine RPM reaches its maximum

recommended speed. As a general rule,

shift up soon enough to avoid over-

revving the engine, but not so soon to

cause the engine to lug.

When upshifting, use a 3-step

process: 1) Roll off the throttle as you

squeeze the clutch lever, 2) lift the

shift lever rmly as far as it will go and

release, 3) smoothly ease out the clutch

lever and adjust the throttle.

You should shift down through the

gears using the clutch lever as you slow

or stop. You can also shift down when

you need more power to accelerate.

Make certain you are riding slowly

enough when you shift into a lower

gear. If not, the motorcycle will lurch,

and the rear wheel may skid. When

riding downhill or shifting into rst gear

you may need to use the brakes to slow

sufciently before downshifting safely.

When downshifting, use a 3-step

process: 1) Roll off the throttle as you

squeeze the clutch lever, 2) press the

shift lever down rmly and release, 3)

ease out the clutch lever as you roll

on the throttle. Rolling on the throttle

slightly while smoothly easing out the

clutch lever can help the engine come

up to speed more quickly and make the

downshift smoother. Shifting to a lower

gear causes an effect similar to using the

brakes. This is known as engine braking.

To use engine braking, shift down one

gear at a time and ease out the clutch

lever through the friction zone between

each downshift. Stay in the friction zone

until the engine speed stabilizes. Then

ease out the lever fully until ready for

the next downshift. Usually you shift

gears one at a time, but it is possible to

shift through more than one gear while

the clutch lever is squeezed.

Remain in rst gear while you are

stopped so that you can move out

quickly if you need to.

Work toward a smooth, even

clutch lever release, especially when

downshifting. It is best to change

gears before entering a turn. However,

sometimes shifting while in the turn

is necessary. If so, remember to do so

smoothly. A sudden change in power to

the rear wheel can cause a skid.

Braking

Improper braking remains a signicant

contributing factor in many motorcycle

crashes. Most motorcycles have two

brake controls: one for the front wheel

and one for the rear wheel. Always use

both brakes every time you slow or stop.

The front brake is more powerful and

can provide 70% or more of your total

stopping power. The front brake is safe

to use if you use it properly.

Maximum straight-line braking is

accomplished by fully applying both

front and rear brakes without locking

either wheel.

To do this:

 Squeeze the front brake smoothly,

rmly and with progressively more

SHIFTING GEARS

12 RIDE WITHIN YOUR ABILITIES

force. Do not grab the brake lever or

use abrupt pressure.

 As the motorcycle’s weight

transfers forward, more traction

becomes available at the front wheel,

so the front brake can be applied

more rmly after braking begins.

 Keep your knees against the tank

and your eyes up, looking well ahead.

This helps you stop the motorcycle in

a straight line.

 Apply light-to-lighter pressure

to the rear brake pedal to prevent a

rear wheel skid. As weight transfers

forward less traction is available at

the rear.

Using both brakes for even “normal”

stops will permit you to develop the

proper skill of using both brakes

properly in an emergency. Squeeze the

front brake and press down on the rear.

Grabbing at the front brake or jamming

down on the rear can cause the brakes

to lock, resulting in control problems.

Braking in a Corner

Any time a motorcycle is leaned over,

the amount of traction available for

braking is reduced. The greater the lean

angle, the more the possibility of the

tires losing traction.

To stop as quickly and as safely as

possible in a curve, and depending on

road and trafc conditions, try to get the

motorcycle as perpendicular to the road

as possible, then brake. If conditions do

not allow, brake smoothly and gradually,

but do not apply as much braking force

as you would if the motorcycle were

straight up. As you slow, you can reduce

your lean angle, and as more traction

becomes available for braking, you can

more rmly apply the brakes, so that

by the time the motorcycle is stopped,

the motorcycle is straight up, and the

handlebars are squared. Doing this well

takes practice.

Linked and Integrated

Braking Systems

Some motorcycles have linked braking

which connects the front and rear

brakes on the motorcycle and applies

braking pressure to both brakes when

either the front lever or rear pedal is

applied. An integrated braking system

is a variation of the linked system in

which partial front braking is applied

whenever the rear brake is activated.

Consult the owner’s manual for a

detailed explanation on the operation

and effective use of these systems.

Anti-Lock Braking Systems

(ABS)

ABS is designed to prevent wheel

lock-up and avoid skids when stopping

in panic situations. ABS operates

when too much pressure is applied on

either the front or rear brake control. If

electronic sensors detect a possible wheel

lock, brake pressure is released then

reapplied to maintain maximum braking

effectiveness if the brake controls remain

applied.

ABS is capable of releasing and

reapplying pressure more than 15 times

per second.

Turning

Approach turns and curves with

caution. Riders often try to take curves

or turns too fast. When they can’t hold

the turn, they end up crossing into

another lane of trafc or going off the

road. Or, they overreact and brake too

hard, causing a skid and loss of control.

The following four steps will help you

learn to turn effectively. Note that in

actual use these steps may overlap:

 SLOW — Reduce speed before the

turn by closing the throttle and, if

necessary, applying both brakes.

 LOOK — Look through the turn to

where you want to go. Turn just your

head, not your shoulders, and keep

your eyes level with the horizon.

 PRESS — To turn, the motorcycle

must lean. To lean the motorcycle,

press on the handgrip in the direction

of the turn. Press left handgrip

— lean left — go left. Press right

handgrip — lean right — go right.

The higher the speed in a turn, or the

sharper the turn, the greater the lean

angle needs to be.

 ROLL — Roll on the throttle to

maintain or slightly increase speed.

This helps stabilize the motorcycle.

In regular turns, the rider and the

motorcycle should lean together at the

same angle.

In slow, tight turns, counterbalance by

leaning the motorcycle only and keeping

your body upright.

KEEPING YOUR DISTANCE

It is good to have a “cushion of

space” separating yourself from other

vehicles on the roadway. This will

provide you with a clear view of trafc

situations, so that if someone else

makes a mistake, you will have:

 More time to respond.

 More space to maneuver, including an

escape path if necessary.

Lane Positions

Successful motorcyclists know that

they are safer when clearly seen by

others. In some ways the size of the

motorcycle can work to your advantage.

Each trafc lane gives a motorcycle

SLOW, TIGHT TURNS

NORMAL TURNS

When riding, you should:

A. Turn your head and shoulders to look

through turns.

B. Keep your arms straight.

C. Keep your knees away from the gas

tank.

D. Turn just your head and eyes to look

where you are going.

Answer - page 45

TEST YOURSELF 3

14 RIDE WITHIN YOUR ABILITIES

three paths of travel, as indicated in the

illustration.

Your lane choice should help you:

 Increase your ability to see and be

seen.

 Avoid others’ blind spots.

 Avoid surface hazards.

 Communicate your intentions.

 Avoid windblast from other vehicles.

 Provide an escape path.

 Set up for turns.

Many motorcyclists consider the left

third of the lane – the left tire track of

automobiles – to be their default lane

position. But consider varying your lane

position as conditions warrant, keeping

in mind that no portion of the lane need

be avoided — including the center.

You should position yourself in the

portion of the lane where you are most

likely to be seen and you can maintain

a space cushion around you. Change

position as trafc situations change.

Ride in path 2 or 3 if vehicles and other

potential problems are on your left

only. Remain in path 1 or 2 if hazards

are on your right only. If vehicles are

being operated on both sides of you,

the center of the lane, path 2, is usually

your best option.

Remember, the center third of the

lane is the place where debris and oil

drippings from cars collect and where

hazards such as surface covers are

located. Unless the road is wet, the

typical center strip permits adequate

traction. You can operate to the left

or right of the grease strip and still be

within the center third of the trafc

lane. Avoid riding on big buildups of

oil and grease usually found at busy

intersections or tollbooths.

Experienced riders rely on their own

strategies and judgment. One absolute,

however, is to avoid riding in another

vehicle’s blind spot.

Following Another Vehicle

“Following too closely” is a frequent

factor in crashes involving motorcyclists.

In trafc, motorcycles need as much

distance to stop as cars. Normally, a

minimum of two seconds distance

should be maintained when following a

vehicle.

LANE POSITIONS

To gauge your following distance:

 Pick out a marker, such as a

pavement marking or lamppost, on or

near the road ahead.

 When the rear of the vehicle ahead

passes the marker, count off the

seconds: “one-thousand-one, one-

thousand-two.”

 If you reach the marker before you

reach “two,” you are following too

closely.

A two-second following distance

leaves a minimum amount of space to

stop or swerve if the driver ahead stops

suddenly. It also permits a better view of

potholes and other hazards in the road.

A larger cushion of space is needed

if your motorcycle will take longer

than normal to stop. If the pavement

is slippery, if you cannot see through

the vehicle ahead, or if trafc is heavy

and someone may squeeze in front of

you, open up a three-second or more

following distance.

Keep well behind the vehicle ahead

even when you are stopped. This will

make it easier to get out of the way

if someone bears down on you from

behind. It will also give you a cushion of

space if the vehicle ahead starts to back

up for some reason.

When behind a car, ride where the

driver can see you in the inside rearview

mirror. Riding in the center portion of

the lane should put you in view.

Riding at the far side of a lane may

permit a driver to see you in a sideview

mirror. But remember that most drivers

don’t look at their sideview mirrors

nearly as often as they check the inside

mirror. If the trafc situation allows,

the center portion of the lane is usually

the best place for you to be seen by

the drivers ahead and prevent others

encroaching into your space.

Being Followed

Speeding up to lose someone following

too closely can end up with someone

tailgating you at a higher speed.

A better way to handle tailgaters

is to get them in front of you. When

someone is following too closely, try

FOLLOWING

16 RIDE WITHIN YOUR ABILITIES

BEING PASSED

to let them pass. If you can’t do this,

slow down and open up extra space

ahead to allow room for both you

and the tailgater to stop. This will also

encourage them to pass. If they don’t

pass, you will have given yourself and

the tailgater more time and space

to react in case an emergency does

develop ahead.

You can also turn off the roadway

and re-enter later, or use a parking area

to do the same thing.

Passing

1� Ride in the left portion of the

lane at a safe following distance

to increase your line of sight and

make you more visible. Signal

and check for oncoming trafc.

Use your mirrors and turn your

head to check your blind spot.

2� When safe, move into the left

lane and accelerate. Select a lane

position that doesn’t crowd the

car and provides space to avoid

hazards in your lane.

3� Don’t linger in the blind spot�

4� Signal again, and complete

mirror and headchecks before

returning to your original lane

and then cancel the signal.

Remember, passes must be

completed within posted speed

limits, and only where permitted�

Know your signs and roadway

markings!

Being Passed

When you are being passed from

behind, stay in the center portion of

your lane. Riding close to the passing

vehicle could put you in a hazardous

situation.

Avoid being hit by considering:

 The other vehicle — A slight

mistake by you or the passing driver

could cause a sideswipe.

 Extended mirrors — Some drivers

forget that their mirrors hang out

farther than their fenders.

 Objects thrown from windows —

Even if the driver knows you’re there,

PASSING

a passenger may not see you and

might toss something on you or the

road ahead of you.

 Blasts of wind from larger vehicles

— They can affect your control. You

have more room for error if you are

in the farther portion when hit by this

blast than if you are closer to their

lane.

Lane Sharing

Cars and motorcycles need a full lane

to operate safely. Lane sharing is usually

prohibited.

Riding between rows of stopped or

moving cars in the same lane can leave

you vulnerable to the unexpected. A

hand could come out of a window;

a door could open; a car could turn

suddenly. Discourage lane sharing by

others. Keep a center-portion position

whenever drivers might be tempted

to squeeze by you. Drivers are most

tempted to do this:

 In heavy, bumper-to-bumper trafc.

 When they want to pass you.

 When you are preparing to turn at

an intersection.

 When you are moving into an exit

lane or leaving a highway.

Merging Vehicles

Drivers on an entrance ramp may

not see you on the highway. Give them

plenty of room. Change to another lane

if one is open. If there is no room for a

lane change, adjust speed to open up

space for the merging vehicle.

Vehicles Alongside

Do not ride next to cars or trucks in

other lanes if you do not have to. You

might be in the blind spot and a vehicle

could switch into your lane without

warning. Vehicles in the next lane also

block your escape if you come upon

danger in your own lane. Speed up or

drop back to nd a place clear of trafc

on both sides.

SEE

Good, experienced riders are always

aware of what is going on around them.

They reduce their risk by using MSF’s

three-step SEE strategy:

 S earch

 E valuate

 E xecute

SEE will help you assess what is

going on in trafc so you can plan and

implement the safest course of action

as trafc situations change. Let’s look at

each of these steps.

How assertively you search, and

how much time and space you have,

can eliminate or minimize risk. As

you search, focus on nding potential

escape paths, especially in or around

intersections, shopping areas and school

and construction zones.

One way to search is to use your

“RiderRadar” to aggressively scan the

environment ahead of you, to the sides,

and behind you to avoid potential

hazards even before they arise. There

Usually, a good way to handle

tailgaters is to:

A. Change lanes and let them pass.

B. Use your horn and make obscene

gestures.

C. Speed up to put distance between you

and the tailgater.

D. Ignore them.

Answer - page 45

TEST YOURSELF 4

18 RIDE WITHIN YOUR ABILITIES

are three “lead times” to consider.

First, have at least a 2-second following

distance. Scanning your 4-second

urgent path can allow you time for a

quick response if something should

go wrong. Anything that is within 4

seconds of your path is considered

immediate because 4 seconds can

provide enough time and space to

swerve and/or brake for xed hazards

or for someone or something entering

your path.

Finally, search for hazards that are

further out, looking ahead to an area it

would take about 12 seconds to reach.

This provides time to prepare for a

situation before it becomes urgent.

Using the SEE strategy will help you to

Search for a variety of factors such as:

 Oncoming trafc that may turn left

in front of you.

 Trafc coming from the left and from

the right.

 Trafc approaching from behind.

 Hazardous road conditions that

require you to be alert, especially in

areas with limited visibility. Visually

“busy” surroundings could hide you

and your motorcycle from others.

Evaluate

Evaluate means to think about how

hazards can interact to create risks for

you. Anticipate potential problems and

have a plan to reduce risks:

 Road and surface characteristics

such as potholes, guardrails, bridges,

telephone poles and trees may

inuence your riding strategy.

 Trafc control devices including

trafc signals, warning signs, and

pavement markings, which will

require you to carefully evaluate

circumstances ahead.

 Vehicles and other trafc that may

move into your path and increase

the likelihood of a crash. Think about

your time and space requirements in

order to maintain a margin of safety,

and give yourself time to react if an

emergency arises.

 Escape paths need to be available

MERGING

BLIND SPOTS

and these can be in front or to the

sides.

Execute

Finally, Execute your decision with

smoothness and precision. To create

more space and minimize harm from

any hazard, take action by:

 Communicating your presence with

lights and/or horn.

 Adjusting your speed by

accelerating, stopping or slowing.

 Adjusting your position and/

or direction by swerving, changing

lanes, or moving to another position

within your lane.

Apply the old adage “one step at a

time” to handle two or more hazards.

Adjust speed to permit

two hazards to separate.

Then deal with them

one at a time as single

hazards. Decision-

making becomes more

complex with three or

more hazards. Evaluate

the consequences of

each and give equal

distance to the hazards.

In potential high-

risk areas, such as

intersections, shopping

areas, and school and

construction zones,

cover the clutch and

both brakes to reduce

the time you need to

react.

INTERSECTIONS

The greatest potential

for conict between

you and other trafc

is at intersections. An

intersection can be

in the middle of an urban area or at

a driveway on a residential street —

anywhere trafc may cross your path of

travel. Over one-half of motorcycle/car

crashes are caused by drivers violating a

rider’s right-of-way. Cars that turn left in

front of you, including cars turning left

from the lane on your right, and cars on

side streets that pull into your lane, are

the biggest dangers. Your use of SEE

at intersections for added time end

space is critical.

There are no guarantees that others

see you. Never count on “eye contact.”

Too often, a driver looks right at a

motorcyclist and still fails to “see” him

or her. The only eyes that you can count

on are your own. If a car can enter your

path, assume that it will. Good riders

RIDER RADAR

20 RIDE WITHIN YOUR ABILITIES

are always “looking for trouble” — not

to get into it, but to stay out of it.

Decrease your risk by being seen at

intersections. Ride with your headlight

on and be in a lane position that

provides the best view of oncoming

trafc. Provide a space cushion around

the motorcycle that gives you an escape

path. When approaching an intersection

where a vehicle driver is preparing to

cross your path, slow and select a lane

position to increase your visibility to

that driver. Cover the clutch lever and

both brakes to reduce reaction time. As

you enter the intersection, move away

from the vehicle. Do not change speed

or position radically, as drivers might

think you are preparing to turn. Be

prepared to brake hard and hold your

position if an oncoming vehicle turns in

front of you, especially if there is other

trafc around you. This strategy should

also be used whenever a vehicle in the

oncoming lane of trafc is signaling for

a left turn, whether at an intersection

or not.

Blind Intersections

If you approach a blind intersection,

move to the portion of the lane that will

bring you into another driver’s eld of

vision at the earliest possible moment. In

this picture, the rider has moved to the

left portion of the lane — away from

the parked car — so the driver on the

cross street can see him earlier.

Remember, the key is to see as much

as possible and remain visible to others

while protecting your space.

If you have a stop sign or stop line,

stop there rst. Then edge forward

and stop again, just short of where the

cross-trafc lane meets your lane. From

that position, lean your body forward

and look around buildings, parked cars

or bushes to see if anything is coming.

To reduce your reaction time, you

should:

A. Ride slower than the speed limit.

B. Cover the clutch lever and the brakes.

C. Shift into neutral when slowing.

D. Pull in the clutch when turning.

Answer - page 45

TEST YOURSELF 5

SMALL INTERSECTION

BLIND INTERSECTIONS

Just make sure your front wheel stays

out of the cross lane of travel while

you’re looking.

Passing Parked Cars

When passing parked cars, stay

toward the left of your lane. You

can avoid problems caused by doors

opening, drivers getting out of cars or

people stepping from between cars.

If oncoming trafc is present, it is

usually best to remain in the center-lane

position to maximize your space cushion

on both sides.

A bigger problem can occur if the

driver pulls away from the curb without

checking for trafc behind. Even if he

does look, he may fail to see you.

In either event, the driver might cut

into your path. Slow down or change

lanes to make room for someone who

might cut in.

Cars making a sudden U-turn are

dangerous. They may cut you off

entirely, blocking the whole roadway

and leaving you with no place to go.

Since you can’t tell what a driver will

do, slow and get the driver’s attention.

Use your horn and continue with

caution.

LARGE INTERSECTIONS

PARKED CARS

22 RIDE WITHIN YOUR ABILITIES

Parking at the Roadside

If parking in a parallel parking space

next to a curb, position the motorcycle

at an angle with the rear wheel to the

curb. (Note: Some cities have ordinances

that require motorcycles to park parallel

to the curb.)

INCREASING

CONSPICUITY

In crashes with motorcyclists, drivers

often say that they never saw the

motorcycle. From ahead or behind, a

motorcycle’s outline is much smaller

than a car’s. Also, it’s difcult to see

something you are not looking for,

and most drivers are not looking for

motorcycles.

A good strategy to use is to pretend

you're invisible. If you assume other

motorists can't see you, you will tend

to ride in a hyper-aware mindset

and notice more details in your

surroundings.

Even if a driver does see you coming,

you aren’t necessarily safe. Smaller

vehicles appear farther away than they

actually are. It is common for drivers

to pull out in front of motorcyclists,

thinking they have plenty of time. Too

often, they are wrong.

However, you can do many things to

make it easier for others to recognize

you and your motorcycle.

Clothing

Most crashes occur during daylight

hours. Wear bright-colored clothing

to increase your chances of being

seen. Remember, your body is half of

the visible surface area of the rider/

motorcycle unit.

Bright orange, red, yellow or green

jackets/vests are your best bets for being

seen. Your helmet can do more than

protect you in a crash. Brightly colored

helmets can also help others see you.

Any bright color is better than drab

or dark colors. Reective, bright-colored

clothing (helmet and jacket/vest) is best.

Reective material on a vest and on

the sides of the helmet will help drivers

coming from the side to spot you.

Reective material can also be a big

help for drivers both ahead and behind.

Headlight

A good way to help others see your

motorcycle is to have the headlight

on — at all times� Studies show that,

STOP SIGNS

PARKING AT CURBS

during the day, a motorcycle with its

light on is twice as likely to be noticed.

Use low beam at night and in fog.

Signals

The signals on a motorcycle are similar

to those on a car. They tell others what

you plan to do.

However, due to a rider’s added

vulnerability, signals are even more

important. Use them anytime you plan

to change lanes or turn. Use them even

when you think no one else is around.

Your signal lights make you easier to

spot. That’s why it’s a good idea to use

your turn signals even when what you

plan to do is obvious.

When you enter a freeway, drivers

approaching from behind are more likely

to see your signal blinking and make

room for you.

Turning your signal light on before

each turn reduces confusion and

frustration for the trafc around you.

Once you turn, make sure your signal is

off or a driver may pull directly into your

path, thinking you plan to turn again.

Use your signals at every turn so drivers

can react accordingly. Don’t make them

guess what you intend to do.

Brake Light

Your motorcycle’s brake light is usually

not as noticeable as the brake lights

on a car. If the situation will permit,

help others notice you by ashing your

brake light before you slow down. It is

especially important to ash your brake

light before:

 You slow more quickly than others

might expect (turning off a high-

speed highway).

 You slow where others may not

expect it (in the middle of a block or

at an alley).

 You are stopped at an intersection

with trafc approaching from behind.

If you are being followed closely, it’s

a good idea to ash your brake light

before you slow. The tailgater may be

watching you and not see something

ahead that will make you slow down.

This will hopefully discourage them from

tailgating and warn them of hazards

ahead they may not see.

Using Your Mirrors

While it’s most important to keep

track of what’s happening ahead, you

can’t afford to ignore situations behind.

Making eye contact with other

drivers:

A. Is a good sign they see you.

B. Is not worth the effort it takes.

C. Doesn’t mean that the driver will

yield.

D. Guarantees that the other driver will

yield to you.

Answer - page 45

TEST YOURSELF 6

SIGNALING

24 RIDE WITHIN YOUR ABILITIES

Trafc conditions can change quickly.

Knowing what’s going on behind is

essential for you to make a safe decision

about how to handle trouble ahead.

Frequent mirror checks should be part

of your normal searching routine. Make

a special point of using your mirrors:

• When you are stopped at an

intersection. Watch cars coming up

from behind. If the drivers aren’t

paying attention, they could be on

top of you before they see you.

• Before you change lanes� Make

sure no one is about to pass you.

• Before you slow down� The driver

behind may not expect you to slow,

or may be unsure about where you

will slow. For example, you signal a

turn and the driver thinks you plan to

turn at a distant intersection, rather

than at a nearer driveway.

Most motorcycles have rounded

(convex) mirrors. These provide a

wider view of the road behind than do

at mirrors. They also make cars seem

farther away than they actually are.

If you are not used to convex mirrors,

get familiar with them. (While you

are stopped, pick out a parked car in

your mirror. Form a mental image of

how far away it is. Then, turn around

and look at it to see how good your

estimate was.) Practice with your

mirrors until you become a good judge

of distance. Even then, allow extra

distance before you change lanes.

Head Checks

Checking your mirrors is not enough.

Motorcycles have “blind spots” like cars.

Before you change lanes, turn your head,

and look to the side for other vehicles.

On a road with several lanes, check

the far lane and the one next to you. A

driver in the distant lane may head for

the same space you plan to take.

Frequent head checks should be

your normal scanning routine, also.

Only by knowing what is happening

all around you are you fully prepared

to deal with it.

Horn

Be ready to use your horn to get

someone’s attention quickly.

It is a good idea to give a quick beep

before passing anyone that may move

into your lane.

Here are some situations:

 A driver in the lane next to you

is driving too closely to the vehicle

ahead and may want to pass.

...and what the driver sees

Reality

...and what the driver sees

Reality

 A parked car has someone in the

driver’s seat.

 Someone is in the street, riding a

bicycle or walking.

In an emergency, sound your horn

loud and long. Be ready to stop or

swerve away from the danger.

Keep in mind that a motorcycle’s horn

isn’t as loud as a car’s — therefore, use it,

but don’t rely on it. Other strategies, like

having time and space to maneuver, are

appropriate along with the horn.

Riding at Night

At night it is harder for you to see

and be seen. Picking your headlight

or taillight out of the car lights around

you is not easy for other drivers. To

compensate, you should:

 Reduce Your Speed — Ride slower

than you would during the day —

particularly on roads you don’t know

well. This will increase your chances

of avoiding a hazard.

 Increase Distance — Distances are

harder to judge at night. Your eyes

rely upon shadows and light contrasts

to determine how far away an object

is and how fast it is coming. Open

up a three-second fol lowing distance

or more. And allow more distance to

pass and be passed.

 Use the Car Ahead — The

headlights of the car ahead can give

you a better view of the road than

even your high beam can. Taillights

bouncing up and down can alert you

to bumps or rough pavement.

 Use Your High Beam — Get all the

light you can. Use your high beam

whenever you are not following or

meeting a car.

 Be visible — Wear reective

materials when riding at night.

 Do Not Override Your

Headlight — Do not let your total

stopping distance exceed the distance

your light beam illuminates. Slow

down so you can stop within the

distance you can see.

 Be Flexible About Lane

Position — Change to the portion

of the lane that is best to help

you see, be seen and maintain an

adequate space cushion.

CRASH AVOIDANCE

No matter how careful you are, there

will be times when you nd yourself in

a tight spot. Your chances of getting

out safely depend on your ability to

USING MIRRORS

Reective clothing should:

A. Be worn at night.

B. Be worn during the day.

C. Not be worn.

D. Be worn day and night

Answer - page 45

TEST YOURSELF 7

26 RIDE WITHIN YOUR ABILITIES

take action quickly and properly. Often,

a crash occurs because a rider is not

prepared or skilled in crash-avoidance

maneuvers.

Know when and how to stop or

swerve, two skills critical in avoiding

a crash. It is not always desirable or

possible to stop quickly to avoid an

obstacle. Riders must also be able to

swerve around an obstacle. Deter-

mining which skill is necessary for the

situation is important as well.

Studies show that most crash-

involved riders:

 Underbrake the front tire and

overbrake the rear.

 Did not separate braking from

swerving or did not choose swerving

when it was appropriate.

The following information offers

some good advice.

Quick Stops

To stop quickly, apply both brakes

at the same time. Don’t be shy about

using the front brake, but don’t “grab”

it either. Squeeze the brake lever rmly

and progressively. If the front wheel

locks, release the front brake lever

immediately then reapply it rmly. At

the same time, press down on the

rear brake. If you accidentally lock the

rear brake on a good traction surface,

you can keep it locked until you have

completely stopped; even with a

locked rear wheel, you can control the

motorcycle if it is upright and going in a

straight line.

Stopping Quickly in a Curve

Using both brakes in a turn is

possible, although it should be done

very carefully. When leaning the

motorcycle some of the traction is used

for cornering. Less traction is available

for stopping. A skid can occur if you

apply too much brake. Also, using the

front brake incorrectly on a slippery

surface may be hazardous. Use caution

and squeeze the brake lever, never grab.

If you must stop quickly while in

a curve, rst straighten and square

the handlebars, then stop. If you nd

yourself in a situation that does not allow

straightening rst, such as when there is

a danger of running off the road in a left-

hand curve, or when facing oncoming

trafc in a right-hand curve, apply the

brakes smoothly and gradually. As you

slow, you can reduce your lean angle

and apply more brake pressure until the

motorcycle is straight and maximum

brake pressure can be applied. Always

straighten the handlebars in the last few

feet of stopping to maintain your balance

and remain upright.

Swerving or Turning Quickly

Sometimes you may not have enough

room to stop, even if you use both

brakes properly. You may encounter an

unexpected object in your path. Or the

car ahead might squeal to a stop. The

only way to avoid a crash may be to

turn quickly or swerve around it.

A swerve is a sudden change in

direction. Apply a small amount of hand

pressure to the handlegrip located on

the side of your intended direction of

escape. This will cause the motorcycle

to lean quickly. The sharper the desired

turn(s), the more the motorcycle must

lean.

Keep your body upright and allow

the motorcycle to lean in the direction

of the turn while keeping your knees

against the tank and your feet solidly on

the footrests. Let the motorcycle move

underneath you. Make your escape path

the target of your vision. Press on the

opposite handlegrip once you’re clear

to return you to your original

direction of travel.

If the situation allows,

separate braking from

swerving� Brake before or

after – never while making an

agressive swerve.

Maximum Straight-Line

Braking

Maximum straight-line

braking is accomplished by

fully applying front and rear

brakes without locking either

wheel. Keep your body centered over

the motorcycle and look well ahead,

not down. This will help you keep the

motorcycle as straight as possible,

minimizing lean angle and the likelihood

of the tires losing traction.

Front-Wheel Skids

If the front wheel locks, release the

front brake lever immediately, and

reapply with less pressure.

Reapply the brake smoothly. Front-

wheel skids result in immediate loss of

steering control and balance. Failure to

fully release the brake lever immediately

will result in a crash.

Rear-Wheel Skids

A skidding rear tire is a dangerous

condition that can result in a violent

crash. Too much rear brake pressure

causes rear-wheel lockup. As soon as the

rear wheel locks, your ability to change

direction is lost. To regain control the

brake must be released. However, if the

rear wheel is out of alignment with the

front, there is a risk of a high-side crash.

This occurs when the wheels are out of

alignment and a locked rear wheel is

released. The motorcycle can abruptly

snap upright, throwing the rider into the

air ahead of the motorcycle’s path. Even

slight misalignment can result in a high-

side crash

SWERVE, THEN BRAKE BRAKE, THEN SWERVE

STOPPING DISTANCE

28 RIDE WITHIN YOUR ABILITIES

Curves

A primary cause of single-vehicle

crashes is motorcyclists running wide in

a curve or turn.

Every curve is different. Be alert to

whether a curve remains constant,

gradually widens, gets tighter or

involves multiple turns. Ride within your

skill level and posted speed limits.

A good choice is to move to the

center of your lane before entering a

curve — and stay there until you exit.

This permits you to spot approaching

trafc as soon as possible. You can also

adjust for trafc “crowding” the center

line, or debris blocking part of your lane.

Your best path may not always follow

the curve of the road. Change lane

position depending on trafc, road

conditions and curve of the road.

HANDLING DANGEROUS

SURFACES

Your chance of falling or being

involved in a crash increases whenever

you ride across:

 Uneven surfaces or obstacles.

 Slippery surfaces.

CONSTANT CURVES

DECREASING CURVES

(TIGHTER TURNS)

MULTIPLE CURVES

WIDENING CURVES

 Railroad tracks.

 Grooves and gratings.

Uneven Surfaces

and Obstacles

Watch for uneven surfaces such as

bumps, broken pavement, potholes or

small pieces of highway trash.

Try to avoid obstacles by slowing or

going around them. If you must go over

a smaller obstacle, approach it at as close

to a 90˚ angle as possible. Look where you

want to go to control your path of travel.

If you have to ride over the obstacle, you

should:

 Slow down as much as possible

before contact.

 Make sure the motorcycle is straight.

 Rise slightly off the seat with your

weight on the footrests to absorb the

shock with your knees and elbows.

 Just before contact, quickly roll on

the throttle slightly to lighten the

front end and then roll off.

If you ride over an object on the

street, pull off the road and check your

tires and rims for damage before riding

any farther.

Slippery Surfaces

Motorcycles handle better when

ridden on surfaces that permit good

traction. Surfaces that provide poor

traction include:

 Wet pavement, particularly just after

it starts to rain and before surface oil

washes to the side of the road.

 Gravel roads, or where sand and

gravel collect.

 Mud, leaves, snow, and ice�

 Lane markings (painted lines),

steel plates and surface covers,

especially when wet.

To ride safely on slippery surfaces:

 Reduce Speed — Slow down before

you get to a slippery surface to

lessen your chances of skidding. Your

motorcycle needs more distance to

stop. And it is particularly important

to reduce speed before entering wet

curves.

 Avoid Sudden Moves — Any

sudden change in speed or direction

can cause a skid. Be as smooth as

possible if you have to you speed up,

shift gears, turn or brake.

 Use Both Brakes — The front brake

is still effective, even on a slippery

surface. Squeeze the brake lever

gradually to avoid locking the front

wheel. Remember, gentle pressure on

the brakes.

 The center of a lane can be

hazardous when wet. When it starts

to rain, ride in the tire tracks left by

vehicles. Often, the left tire track will

be the best position, depending on

trafc and other roadway conditions.

 Watch for oil spots when you put

your foot down to stop. You may slip

and fall.

 Dirt and gravel collect along the sides

of the road — especially on curves and

ramps leading to and from highways.

Be aware of what’s on the edge of the

road, particularly when making sharp

turns and getting on or off freeways at

high speeds.

 Rain dries and snow melts faster on

some sections of a road than on others.

Patches of ice tend to develop in low

or shaded areas and on bridges and

overpasses. Wet surfaces or wet leaves

are just as slippery. Ride on the least

slippery portion of the lane and reduce

speed.

Cautious riders avoid roads covered

with ice or snow. If you can’t, keep your

motorcycle straight up and proceed as

slowly as possible. If you must travel at a

walking pace, consider letting your feet

30 RIDE WITHIN YOUR ABILITIES

OBSTACLES

skim along the surface. Be sure to keep

off the brakes. If possible, squeeze the

clutch lever and coast. Attempting this

maneuver at anything other than the

slowest of speeds could prove hazardous.

Railroad Tracks, Trolley Tracks

and Pavement Seams

Usually it is safer to ride straight within

your lane to cross tracks. Turning to

take tracks at a 90˚ angle can be more

dangerous — the direction may put you

into another lane of trafc.

For track and road seams that run

parallel to your path, move far enough

away from tracks, ruts, or pavement

seams to cross at an angle of at least

45˚. Then, make a deliberate turn so

you’re not thrown off balance.

Grooves and Gratings

Riding over rain grooves or bridge

gratings may cause a motorcycle to

weave. The uneasy, wandering feeling

is generally not hazardous. Relax,

maintain a steady speed and ride

straight across. Crossing at an angle

forces riders to zigzag to stay in the

lane. The zigzag is far more hazardous

than the wandering feeling.

MECHANICAL PROBLEMS

You can nd yourself in an emergency

the moment something goes wrong

with your motorcycle. In dealing with

any mechanical problem, take into

account the road and trafc conditions.

Here are some guidelines that can help

you handle mechanical problems safely.

Tire Failure

You will seldom hear a tire go at.

If the motorcycle starts handling

differently, it may be a tire failure.

If the front tire goes at, the steering

will feel “heavy.” A front-wheel at is

particularly hazardous because it affects

The best way to stop quickly is to:

A. Use the front brake only.

B. Use the rear brake rst.

C. Throttle down and use the front

brake.

D. Use both brakes at the same time.

Answer - page 45

TEST YOURSELF 8

your steering. You have to steer well to

keep your balance.

If the rear tire goes at, the back of

the motorcycle may jerk or sway from

side to side.

If either tire goes at while riding:

 Hold handgrips rmly, ease off the

throttle, and keep a straight course.

 If braking is required, gradually

apply the brake of the tire that isn’t

at, if you are sure which one it is.

 When the motorcycle slows, edge

to the side of the road, squeeze the

clutch and stop.

Stuck Throttle

If the situation allows, twist the

throttle back and forth several times. If

the throttle cable is stuck, this may free

it. If the throttle stays stuck, immediately

operate the engine cut-off switch and

squeeze the clutch lever at the same

time. This will remove power from the

CROSSTRACKS—CORRECT

CROSSTRACKS—INCORRECT

PARALLEL TRACKS—CORRECT

PARALLEL TRACKS—INCORRECT

GRATE CROSSINGS—CORRECT

GRATE CROSSINGS—INCORRECT

When it starts to rain it is usually best

to:

A. Ride in the center of the lane.

B. Pull off to the side until the rain stops.

C. Ride in the tire tracks left by cars.

D. Increase your speed.

Answer - page 45

TEST YOURSELF 9

32 RIDE WITHIN YOUR ABILITIES

rear wheel, though engine sound may

not immediately decline. Move to a safe

area and stop.

Check the throttle cable carefully to

nd the source of the trouble. Make

certain the throttle works freely before

you start to ride again.

Wobble

A “wobble” occurs when the front

wheel and handlebars suddenly start to

shake from side to side at any speed.

Most wobbles can be traced to improper

loading, unsuitable accessories or

incorrect tire pressure. If you are carrying

a heavy load, lighten it or reposition it.

Center the weight lower and farther

forward on the motorcycle. Make

sure tire pressure, spring pre-load, air

shocks and dampers are at the settings

recommended for the weight you are

carrying. Make sure windshields and

fairings are mounted properly.

Check for poorly adjusted steering;

worn steering parts; a front wheel that

is bent, misaligned, or out of balance;

loose wheel bearings or spokes; and

worn swingarm bearings. If none of

these is determined to be the cause,

have the motorcycle checked out

thoroughly by a qualied professional.

Trying to “accelerate out of a

wobble” will only make the motorcycle

more unstable. Instead:

 Grip the handlebars rmly, but

don’t ght the wobble.

 Close the throttle gradually to

slow down. Do not apply the brakes;

braking could make the wobble

worse.

 Move your weight as far forward

and down as possible.

 Pull off the road as soon as you can

to x the problem.

Drive Train Problems

The drive train for a motorcycle uses

either a chain, belt, or drive shaft to

transfer power from the engine to

the rear wheel. Routine inspection,

adjustment, and maintenance makes

failure a rare occurrence. A chain or belt

that slips or breaks while you’re riding

could lock the rear wheel and cause

your motorcycle to skid.

If the chain or belt breaks, you’ll

notice an instant loss of power to the

rear wheel. Close the throttle and brake

to a stop in a safe area.

On a motorcycle with a drive shaft,

loss of oil in the rear differential can

cause the rear wheel to lock, and you

may not be able to prevent a skid.

Engine Seizure

When the engine “locks” or

“freezes” it is usually low on oil. The

engine’s moving parts can’t move

smoothly against each other, and the

engine overheats. The rst sign may be

a loss of engine power or a change in

the engine’s sound. Squeeze the clutch

lever to disengage the engine from the

rear wheel. Pull off the road and stop.

Check the oil. If needed, oil should be

added as soon as possible or the engine

will seize. When this happens, the effect

is the same as a locked rear wheel. Let

the engine cool before restarting.

ANIMALS

Naturally, you should do everything

you safely can to avoid hitting an

animal. If you are in trafc, however,

remain in your lane. Hitting something

small is less dangerous to you than

hitting something big — like a car.

Motorcycles seem to attract dogs. If

you are being chased, downshift and

approach the animal slowly. As you

approach it, accelerate and leave the

animal behind. Don’t kick at the animal.

Keep control of your motorcycle and

look to where you want to go.

For larger animals (deer, elk, cattle)

brake and prepare to stop — they are

unpredictable.

FLYING OBJECTS

From time to time riders are struck

by insects, cigarettes thrown from cars

or pebbles kicked up by the tires of

the vehicle ahead. If you are wearing

face protection, it might get smeared

or cracked, making it difcult to see.

Without face protection, an object

could hit you in the eye, face or mouth.

Whatever happens, keep your eyes

on the road and your hands on the

handlebars. When safe, pull off the road

and repair the damage.

GETTING OFF THE ROAD

If you need to leave the road to check

the motorcycle (or just to rest), be sure to:

 Check the roadside — Make sure

the surface of the roadside is rm

enough to ride on. If it is soft grass,

loose sand or if you’re just not sure

about it, slow way down before you

turn onto it.

 Signal — Drivers behind might not

expect you to slow down. Give a clear

signal that you will be slowing down

and changing direction. Check your

mirror and make a head check before

you take any action.

 Pull off the road — Get as far off the

road as you can. It can be very hard to

spot a motorcycle by the side of the

road. You don’t want someone else

pulling off at the same place you are.

 Park carefully — Loose and sloped

shoulders can make setting the side

or center stand difcult.

CARRYING PASSENGERS

AND CARGO

The extra weight of a passenger

or cargo will affect the way your

motorcycle handles, requiring extra

practice, preparation and caution. For

this reason, only experienced riders

should attempt to carry passengers or

large loads. Before taking a passenger

or a heavy load on the street, prepare

yourself and your motorcycle for safe

operation in trafc.

Preparing Your Motorcycle

Tire Pressure – Check the air

pressure of both tires. Refer to the

owner’s manual or the label afxed

to the motorcycle for the correct

ination specications. Though most

of the added weight will typically be

on the rear wheel, don’t forget to also

check the pressure on the front tire.

Correct ination pressures will maintain

maximum stability, steering precision

and braking capability.

Suspension – With a heavy load,

the riding characteristics and balance of

the motorcycle will change. On some

motorcycles, it will be necessary to

adjust the suspension settings (spring

preload, compression/damping settings,

etc.) to compensate for the lowered rear

of the motorcycle. Refer to the owner’s

If your motorcycle starts to wobble:

A. Accelerate out of the wobble.

B. Use the brakes gradually.

C. Grip the handlebars rmly and close

the throttle gradually.

D. Downshift.

Answer - page 45

TEST YOURSELF 10

34 RIDE WITHIN YOUR ABILITIES

manual for adjustment procedures and

specications.

Headlight – Prior to loading, position

the motorcycle about 10 feet from a

wall in an unlighted garage and mark

the headlight beam location on the

wall with chalk. With a full load and

passenger, recheck the headlight beam

location. Use the adjusting screws on

the headlight to lower the beam to

the same height. Check your owner’s

manual for adjustment procedure.

Equipment for

Carrying a Passenger

 Be sure your passenger is properly

attired, wearing the same level of

personal protective gear as you.

 Be sure your motorcycle is equipped

with passenger footrests.

 Your motorcycle should have a proper

seat, one large enough to hold both

you and your passenger without

crowding. You should not sit more

forward than you usually do.

 Check that there is a strap or solid

handholds for your passenger to hold

onto.

Preparing Your

Passenger to Ride

Ensure your passenger is able to reach

the passenger footrests, and is able to

hold on to your waist, hips, belt, or the

bike’s passenger handholds. Children

should be placed immediately behind

the rider. A child sitting in front of the

rider will not be able to properly balance

him/herself and may interfere with the

rider’s control of the motorcycle.

Passenger safety begins with

proper instruction. Riders should not

assume that passengers are familiar

with motorcycle handling, control, or

balance. As a routine practice, always

instruct your passenger on the basics

prior to starting the trip, even if your

passenger is a motorcycle rider.

As you prepare for your ride, tell your

passenger to:

 Get on the motorcycle only after you

have started the engine and have

the transmission in neutral. As the

passenger mounts, keep both your

feet on the ground and the front

brake applied.

 Sit as far forward as possible without

hindering your control of the

motorcycle.

 Hold rmly onto your waist, hips, belt

or passenger handholds for balance

and security.

 Keep both feet rmly on the footrests,

even when stopped. Firm footing will

prevent your passenger from falling

off and pulling you off.

 Keep legs away from the mufer(s),

chains or moving parts.

 Stay directly behind you and lean with

you through turns and curves. It is

helpful for the passenger to look over

the rider’s shoulder in the direction of

turns and curves.

 Avoid unnecessary conversation and

avoid leaning or turning around.

Make no sudden moves that might

affect the stability of the motorcycle.

 Rise slightly off the seat when

crossing an obstacle.

Also, remind your passenger to

tighten his or her hold when you:

 Approach surface hazards such as

bumps or uneven road surfaces.

 Are about to start from a stop or

begin moving into trafc.

 Are about to turn sharply or make a

sudden move.

Riding With Passengers

Your motorcycle will respond

differently when you ride with a

passenger. The heavier your passenger,

the longer it may take to speed up, slow

down, or turn.

When riding with passengers:

 Ride a little slower, especially when

taking curves, corners, or bumps. If

any part of the motorcycle scrapes the

ground at lean angle, steering control

can be lost.

 Start slowing earlier as you approach

a stop, and maintain a larger space

cushion whenever slowing or

stopping.

 Wait for larger gaps to cross, enter, or

merge in trafc.

Carrying Loads

Everything you are likely to need for

a riding holiday or weekend trip can

be packed on your motorcycle in many

different ways. There are complete

luggage systems, saddlebags that are

permanently attached to the motorcycle,

soft bags that do not require a carrier

system and can be tied to the seat,

and a tank bag for other small items.

You can also travel simply with only a

backpack. Whatever you decide, do not

exceed gross vehicle weight rating when

traveling with cargo and a passenger,

and always make adjustments to the

motorcycle to compensate for the

added weight.

Tips for Traveling with

Passengers and Cargo

 Try to place the load over, or in front

of, the rear axle. Mounting loads

behind the rear axle can affect how

the motorcycle turns and brakes. It

can also cause a wobble.

 Plan your route and length of each

day’s riding segment and allow plenty

of time for breaks. Poor weather,

breakdowns, and fatigue are always

possible.

 Consider using secondary roads

occasionally to reduce the monotony of

multi-lane highways.

 Take a short break every hour or so.

Eat healthy snacks and drink plenty of

water.

 Don’t forget sun protection in the

summer. Some combinations of riding

gear can leave your neck exposed,

risking sunburn.

 If you wear a backpack, be sure it

is securely attached to you. Try to

adjust the shoulder straps so that the

backpack rests lightly on the seat. This

will reduce the tension in your neck

and shoulders.

 If you have a tank bag, be sure it

is securely mounted and does not

obstruct your view of the controls or

instruments. If necessary, pack it only

partially full. When strapping the tank

bag in place, make sure it does not

catch any of the brake lines or cables

in the area of the steering head.

 Secure loads low, or put them in

saddlebags. Attaching a load higher

raises the motorcycle’s center of gravity

and can upset its balance.

If you are chased by a dog:

A. Kick it away.

B. Stop until the animal loses interest.

C. Swerve around the animal.

D. Approach the animal slowly, then

speed up.

Answer - page 45

TEST YOURSELF 11

36 RIDE WITHIN YOUR ABILITIES

 If you use saddlebags, load each with

about the same weight. An uneven

load can cause the motorcycle to pull

to one side. Overloading may also

cause the bags to catch in the wheel

or chain, locking the rear wheel and

causing the motorcycle to skid.

 Fasten the load securely with elastic

cords (bungee cords or nets). Elastic

cords with more than one attachment

point per side are recommended. A

loose load could catch in the wheel or

chain, causing it to lock up, resulting

in a skid. Rope can stretch and knots

can come loose, permitting the load

to shift or fall. You should stop and

check the load often to make sure it

has not shifted or loosened.

 Include a small tool kit and some

common spare parts that you might

need. Water and some energy bars or

other food should also be part of your

preparation, and don’t forget a rst

aid kit.

Pre-Ride Test

Prior to starting out, take a test

ride with your fully loaded motorcycle

through some familiar neighborhood

roads to get a feel for the operation. Be

sure the suspension settings are correct,

and that the side stand, footrests, and

exhaust pipes don’t scrape over bumps

and in turns. Ensure the tank bag does

not get in the way of the handlebars

or restrict the steering. Also check

the security of the load, so that your

luggage does not hit you in the back

under maximum braking.

You will also nd that the perfor-

mance of a fully loaded motorcycle will

be different than what you are used to.

Test the power when accelerating and

be aware that it will be lower, increas-

ing passing times and distances. Braking

will also feel different, and stopping

distances may increase.

GROUP RIDING

Preparation

Preparing yourself for a group ride

is as important as making sure your

motorcycle is ready. Riding with a group

requires an alert mind that is free from

worries, distractions and stress. It also

means riding free from the inuence of

alcohol or drugs. For some, even too

much caffeine or prescription drugs can

adversely affect concentration.

Prior to a long trip, it’s a good idea to

have your motorcycle serviced at your

local dealership if you aren’t able to do

the work yourself. A thorough pre-

ride check is a must. Use the T-CLOCS

checklist as a reminder of the important

components to check before you leave.

Remember to consider such variables

as passengers and extra weight from

cargo that might require a change in tire

pressure or suspension adjustment.

Plan

Before starting out, hold a rider’s

meeting to discuss the route, length of

riding segments, rest stops and locations

for fuel, meals and lodging. Make sure

everyone knows the route. That way,

if someone becomes separated, he or

she won’t have to hurry to keep from

getting lost or making the wrong turn.

Choose a lead rider and a sweep rider.

These should be the most experienced

riders of the group. The lead rider

should look ahead for changes in road,

trafc or weather conditions, and signal

Passengers should:

A. Lean as you lean.

B. Hold on to the motorcycle seat.

C. Sit as far back as possible.

D. Never hold onto you.

Answer - page 45

TEST YOURSELF 12

early so the word gets back in plenty

of time to the other riders. The sweep

rider is the last rider in the group, and

sets the pace for the group. Place

inexperienced riders just behind the

leader. That ensures that they won’t

have to chase after the group, and the

more experienced riders can watch

them from the back.

The most important rules for group

riding are: no competition, no passing

of other riders and no tailgating. If a

rider insists on riding faster than the

group, allow him or her to go ahead to

an agreed meeting point.

Hand signals

During the rider’s meeting, review

the hand signals so all riders can

communicate during the ride. A

diagram of the common hand signals is

at the end of this manual.

Observe those behind

During the ride, use your mirrors

to keep an eye on the person behind

and conrm that the group is staying

together. If a rider falls behind, everyone

should slow down to keep the group

together.

Keep Your Distance

Maintain close ranks, but at the

same time, maintain an adequate space

cushion to allow each rider in the group

time and distance to react to hazards.

A close group takes up less space on

the highway, is easier to see, and is less

likely to become separated. This must,

however, be done properly.

Don’t Pair Up

Never ride directly alongside another

rider in the same lane. There is no place

to go if you have to maneuver to avoid

a car or hazard in the roadway. Wait

until you are both stopped to talk.

Staggered Formation

This is the best way to keep the ranks

close yet maintain an adequate space

cushion. The group leader rides in the

left side of the lane, and the second

rider stays at least one second back and

rides in the right side of the lane. The

third maintains the left position of the

lane, at least two seconds behind the

rst rider. The fourth rider should keep

at least a two second distance from

the second rider in the right side of the

lane, and so on. This formation keeps

the group close and permits each rider

to maintain a safe distance from others

ahead, behind and to the sides.

It is best to move to single le forma-

tion when riding in curves, turning, and

entering or leaving freeways or high-

ways. Be sure to keep a proper following

distance

Intersections

Intersections present the highest

risk for motorcyclists in a group. When

making a left turn at an intersection

with a left turn signal arrow, tighten

the formation to allow as many riders

through the intersection as possible.

STAGGERED FORMATION

38 RIDE WITHIN YOUR ABILITIES

Make the turn single le – do not ride

side-by-side. If not all riders get through

the light, stop at a safe point ahead and

wait. This will prevent riders from feeling

pressured to speed up or run a red light.

Interstate Highways and

Freeways

A staggered formation is essential

when riding on freeways and interstates.

However, enter in single le and form up

only after all riders have safely merged

in trafc. The lead rider should move the

group over at least one lane to prevent

vehicles that are entering and exiting

from disrupting your formation. In heavy

trafc, resist the temptation to ride too

close together. Maintain your minimum

one-second, two-second staggered

formation space cushion. When exiting,

use a single le formation for better

space cushion and time to react to

conditions at the end of the off-ramp.

Parking

When possible, park as a group, so

everyone can get off their motorcycles

more quickly. Avoid parking downhill or

head-in, and if possible, park where you

can pull through, making the arrival and

departure smoother. Whenever possible,

park so that the group can depart as a

unit in single le.

Passing in Formation

When the group wants to pass slow

trafc on a freeway or interstate, the

group may pass as a unit. On a two-lane

highway, riders in a staggered formation

should pass one at a time.

 First, the lead rider should pull out

and pass when it is safe. After passing

the leader should return to the left

position and continue riding at passing

speed to open room for the next rider.

 Next, the second rider should move

up to the left position in the lane

and wait for a chance to safely pass.

When passing be sure you have

a clear view of oncoming trafc.

Just because the lead rider passed,

that does not mean that conditions

haven’t changed and that it is still

safe for other riders to pass. After

passing the rider should return to the

right position and open up room for

the next rider.

Some people suggest that the lead

rider should move to the right side

of the lane after passing the vehicle.

This is not a good idea, since it might

encourage the second rider to pass and

cut back in before there is enough space

cushion in front of the passed vehicle.

It’s simpler and safer to wait until there

is enough room ahead of the passed

vehicle to allow each rider to move into

the same position held before the pass.

When riding in a group,

inexperienced riders should position

themselves:

A. Just behind the leader.

B. In front of the group.

C. At the tail end of the group.

D. Beside the leader.

Answer - page 45

TEST YOURSELF 13

GROUP PASSING (STAGE 1)

GROUP PASSING (STAGE 2)

Ten Rules of Group Riding

 Base the length of the route and

segments on ability of the least

experienced rider.

 Take timely breaks to prevent loss of

concentration and reduce fatigue.

 Adjust the pace through curves to the

ability of the least experienced rider.

If necessary, form two groups with

different speeds.

 Don’t tailgate or encourage the rider

in front to speed. If you want to ride

faster, ride well ahead of the group.

 Keep adequate following distance

and maintain a staggered formation.

 Do not pass within the group, except

in the case of emergency.

 Place inexperienced riders just behind

the leader so they can keep pace

without riding faster than it is safe.

 When passing, be conscious of the

trafc conditions and oncoming

trafc. Even though the previous

riders passed safely, it may not be safe

for you.

 Maintain adequate time distance

between riders, especially at

intersections. This allows you to avoid

hard braking.

 Check your mirrors frequently to

ensure the group stays together.

40 BEING IN SHAPE TO RIDE

Riding a motorcycle is a demanding and complex task. Skilled riders pay

attention to the riding environment and to operating the motorcycle, identifying

potential hazards, making good judgments and executing decisions quickly and

skillfully. Your ability to perform and respond to changing roadway and trafc

conditions is inuenced by how t and alert you are. Alcohol and drugs, more

than any other factor, degrade your ability to think clearly and to ride skillfullly. As

little as one drink can have a signicant effect on performance.

Let’s look at the risks involved in riding after drinking or using drugs. What to

do to protect yourself and your fellow riders is also examined.

WHY THIS INFORMATION

IS IMPORTANT

Alcohol is a major contributor to

motorcycle crashes, particularly fatal

crashes. Studies show that nearly a third

of all fatally injured motorcycle riders

had BAC levels above the legal limit of

0.08%. An additional 8% had lower

alcohol levels (BAC 0.01 to 0.07%),

demonstrating that having only a drink

or two in one’s system is enough to

impair riding skills. Drug involvement

is harder to distinguish and may have

been separated from drinking violations

for the trafc records. But riding “under

the inuence” of either alcohol or

drugs poses physical hazards and legal

consequences for every rider.

Drinking and drug use is as big a

problem among motorcyclists as it is

among automobile drivers. Motorcyclists,

however, are more likely to be killed or

severely injured in a crash. Injuries occur

in 90% of motorcycle crashes and 33%

of automobile crashes that involve abuse

of substances.

By becoming knowledgeable about

the effects of alcohol and drugs you will

see that riding and impairment don’t mix.

Take positive steps to protect yourself

and prevent others from harming

themselves.

ALCOHOL AND DRUGS IN

MOTORCYCLE OPERATION

No one is immune to the effects

of alcohol or drugs. Friends may brag

about their ability to hold their liquor

or perform better on drugs, but alcohol

or drugs make them less able to think

clearly and perform physical tasks

skillfully. Judgment and the decision-

making processes needed for vehicle

operation are affected long before legal

limits are reached.

Many over-the-counter, prescription

and illegal drugs have side effects that

increase the risk of riding. It is difcult to

accurately measure the involvement of

particular drugs in motorcycle crashes.

But we do know what the effects of

various drugs have on the processes

involved in riding a motorcycle. We

also know that the combined effects of

alcohol and drugs are more dangerous

than either is alone.

ALCOHOL IN THE BODY

Alcohol enters the bloodstream

quickly. Unlike most foods and

beverages, it does not need to be

digested. Within minutes after being

consumed, it reaches the brain and

begins to affect the drinker. The major

effect alcohol has is to slow down and

impair bodily functions — both mental

and physical. Whatever activity you do,

you do less well after consuming alcohol.

Blood Alcohol Concentration

Blood Alcohol Concentration or BAC

is the amount of alcohol in relation to

blood in the body. Generally, alcohol can

be eliminated in the body at the rate of

almost one drink per hour. But a variety

of factors may also inuence the level

of alcohol retained. The more alcohol in

your blood, the greater the degree of

impairment.

Three primary factors play a major part

in determining BAC:

• The amount of alcohol you consume.

• How fast you drink.

• Your body weight.

Other factors also contribute to the

way alcohol affects your system.

Your sex, physical condition and food

intake are just a few that may cause your

BAC level to be even higher. But the

full effects of these are not fully known.

Alcohol may still accumulate in your

body even if you are drinking at a

rate of one drink per hour, especially

for women� Abilities and judgment can

be affected by that one drink.

A 12-ounce can of beer, a mixed drink

with one shot (1.5 ounces) of hard liquor,

and a 5-ounce glass of wine all contain

the same amount of alcohol.

The faster you drink, the more alcohol

accumulates in your body. If you drink

two drinks in an hour, at the end of that

hour, at least one drink will remain in

your bloodstream.

Without taking into account any

other factors, these examples illustrate

why time is a critical factor when a rider

decides to drink.

If you drink:

– Seven drinks over the span of three

hours you would have at least four (7 –

3 = 4) drinks remaining in your system

at the end of the three hours. You

would need at least another four hours

to eliminate the alcohol from the four

remaining drinks before you consider

riding.

– Four drinks over the span of two

hours, you would have at least two

(4 – 2 = 2) drinks remaining in your

system at the end of the two hours. You

would need at least another two hours

to eliminate the alcohol from the two

remaining drinks before you consider

riding.

ALCOHOL AND THE LAW

In all but one state, an adult with a

BAC of 0.08% or above is considered

intoxicated (in Utah the threshold is

0.05%). For operators under the age of

21, lower BAC limits (0.00 to 0.02%,

depending on state) apply. It doesn’t

matter how sober you may look or act. A

breath, blood, or urine test is what usually

ALCOHOL CONTENT

42 BEING IN SHAPE TO RIDE

determines whether you are riding legally

or illegally.

Whether or not you are legally

intoxicated is not the real issue.

Impairment of judgment and skills begins

well below the legal limit.

Consequences of Conviction

Years ago, rst offenders had a good

chance of getting off with a small ne

and participation in alcohol-abuse classes.

Today the laws of most states impose

stiff penalties on drinking operators. And

those penalties are mandatory, meaning

that judges must impose them.

If you are convicted of riding under the

inuence of alcohol or drugs, you may

receive any of the following penalties:

 License Suspension — Mandatory

suspension for conviction, arrest or

refusal to submit to a breath test.

 Fines — Severe nes are another

aspect of a conviction, usually levied

with a license suspension.

 Insurance Rate Increase — A DUI/

DWI conviction can put you into a

“high risk” category. So, having a DUI

on your driving record means you’ll be

paying for it long after your court or

legal interactions have ended.

 Community Service — Performing

tasks such as picking up litter along

the highway, washing cars in the

motor-vehicle pool or working at an

emergency ward.

 Costs — Additional lawyer’s fees,

lost work time spent in court or

alcohol-education programs, public

transportation costs (while your

license is suspended), and the added

psychological costs of being known as

a “drunk driver.”

MINIMIZE THE RISKS

Your ability to judge how well you are

riding is affected rst. Although you may

be performing more and more poorly,

you think you are doing better and better.

The result is that you ride condently,

taking greater and greater risks. Minimize

the risks of drinking and riding by taking

steps before you drink or choose to totally

separate the two. Separate your drinking

from your riding.

Make an Intelligent Choice

Don’t Drink — Once you start, your

resistance is weaker.

Setting a limit or pacing yourself are

poor alternatives at best. Your ability to

use good judgment is one of the rst

things affected by alcohol. Even if you

have tried to drink in moderation, you

may not realize to what extent your skills

have suffered from alcohol’s impairing

effects.

Or Don’t Ride — If you haven’t

controlled your drinking, you must avoid

riding.

 Leave the motorcycle — so you

won’t be tempted to ride. Arrange

another way to get home.

 Wait — If you exceed your limit, wait

until your system eliminates the alcohol

and its fatiguing after-effects.

STEP IN TO PROTECT A

FRIEND

People who have had too much to

drink are unable to make a responsible

decision. It is up to others to step in

and keep them from taking too great

a risk. No one likes doing this — it’s

uncomfortable and embarrassing. And

you are rarely thanked for your efforts at

the time. But the alternatives are often

worse.

There are several ways to keep friends

from hurting themselves:

 Arrange a safe ride — Provide

alternative ways for them to get home.

 Slow the pace of drinking — Involve

them in other activities.

 Keep them there — Use any excuse

to keep them from getting on their

motorcycle. Serve them food and

coffee to pass the time. Explain your

concerns for their risks of getting

arrested or hurt or hurting someone

else. Take their key, if you can, and

secure their bike.

 Get friends involved — Use peer

pressure from a group of friends to

intervene.

CANNABIS & MOTORCYCLE

OPER ATION

Cannibis (Marijuana) is gaining

acceptance as having legitimate medicinal

applications and as a recreational drug in

the United States, as evidenced by recent

trends in state laws permitting its use.

More than half the states allow cannabis

for medical use, and some allow it for

recreational use by people 21 and over.

Although cannabis may be legal for

medicinal or recreational use in your

state, it is still not legal, safe, or wise to

operate a motor vehicle while impaired

by cannabis, since it tends to distort your

perception of time, space and speed. This

is especially critical for motorcycle riders,

who must continually make detailed

assessments of complex trafc situations

and make split-second decisions requiring

precise rider input to navigate safely and

maintain an adequate safety margin.

When cannabis is smoked, its effects

generally begin within a few minutes

and can last from 2 to 4 hours. But when

cannabis is eaten, the onset of effects

could be delayed for more than an hour

and the duration of the “high” could be

more than 6 hours.

Be safe. Do not operate your

motorcycle or any motor vehicle if you are

impaired by cannabis, and nd alternate

transportation if you are planning to be

under the inuence of cannabis at your

destination. Just as with alcohol, riders

impaired by cannabis can be convicted

of riding under the inuence, and be

subjected to similar harsh penalties.

FATIGUE

Riding a motorcycle is more tiring than

driving a car. On a long trip, you’ll tire

sooner than you would in a car. Avoid

riding when tired. Fatigue can affect your

control of the motorcycle.

 Protect yourself from the elements

— Wind, cold, and rain make you tire

quickly. Dress warmly. A windshield is

worth its cost if you plan to ride long

distances.

 Limit your distance — Experienced

riders seldom try to ride more than

about six hours a day.

 Take frequent rest breaks — Stop

and get off the motorcycle at least

every two hours.

 Don’t drink or use drugs — Articial

stimulants often result in extreme

fatigue or depression when they wear

off. Riders are unable to concentrate on

the task at hand.

If you wait one hour per drink for the

alcohol to be eliminated from your

body before riding:

A. You cannot be arrested for drinking

and riding.

B. Your riding skills will not be affected.

C. Side effects from the drinking may

still remain.

D. You will be okay as long as you ride

slowly.

Answer - page 45

TEST YOURSELF 14

44 EARNING YOUR LICENSE

Safe riding requires knowledge and skill. Licensing tests are a good

measurement of the basic skills necessary to operate safely in trafc. Assessing

your own skills is not enough. People often overestimate their own abilities.

It’s even harder for friends and relatives to be totally honest about your skills.

Licensing exams are more complete and designed to be scored objectively.

To earn your license, most states require you to pass a knowledge test and an

on-cycle skill test. Knowledge test questions are based on information, practices

and ideas from this manual. They require that you know and understand road

rules and safe riding practices. An on-cycle skill test will either be conducted in

an actual trafc environment or in a controlled, off-street area.

Knowledge Test

(Sample Questions)

1. It is MOST important to ash

your brake light when:

A. Someone is following too closely.

B. You will be slowing suddenly.

C. There is a stop sign ahead.

D. Your signals are not working.

2. The FRONT brake supplies how

much of the potential stopping

power?

A. About 25%.

B. About 50%.

C. At least 70%.

D. All of the stopping power.

3. To swerve correctly:

A. Shift your weight quickly.

B. Turn the handlebars quickly.

C. Press the handgrip in the direction

of the turn.

D. Press the handgrip in the opposite

direction of the turn.

4. If a tire goes at while riding and

you must stop, it is usually best

to:

A. Relax on the handgrips.

B. Shift your weight toward the

good tire.

C. Brake on the good tire and steer

to the side of the road.

D. Use both brakes and stop quickly.

5. The car below is waiting to enter

the intersection. It is best to:

A. Make eye contact with the driver.

B. Reduce speed and be ready to

react.

C. Maintain speed and position.

D. Maintain speed and move right.

Answers to Test Yourself (throughout

the booklet)

1-C, 2-D, 3-D, 4-A, 5-B,

6-C, 7-D 8-D, 9-C, 10-C,

11-D, 12-A, 13-A, 14-C

Answers to Knowledge Test (p.44):

1-B, 2-C, 3-C, 4-C, 5-B

On-Motorcycle Skill Test

Basic vehicle control and crash-

avoidance skills are included in on-

motorcycle tests to determine your

ability to handle normal and hazardous

trafc situations.

You may be tested for your ability to:

 Know your motorcycle and your

riding limits.

 Accelerate, brake and turn safely�

 See, be seen and communicate with

others.

 Adjust speed and position to the

trafc situation.

 Stop, turn and swerve quickly�

 Make critical decisions and carry

them out.

Examiners may score on factors

related to safety such as:

 Selecting safe speeds to perform

maneuvers.

 Choosing the correct path and

staying within boundaries.

 Completing normal and quick stops.

 Completing normal and quick turns

or swerves.

Diagrams and drawings used in this manual are for reference only and are not to

correct scale for size of vehicles and distances.

To receive a motorcycle license with full privileges, most

states require that maneuvers be performed as designed;

On-motorcycle skill tests are not designed for sidecars. Those

vehicles maneuver differently than a two-wheeled or three-wheeled

motorcycle. Depending on the state, a driver examiner may follow you

on a car test-route. Restrictions (three-wheeled vehicle) may be added

until completion of a two-wheeled motorcycle test.

46 THREE-WHEEL SUPPLEMENT

Many states require a separate license or

endorsement to operate a three-wheel

motorcycle. This requires the rider to

pass both a written and a skills test. The

purpose of this supplement is to help

prepare riders to complete the written

exam for a three-wheel motorcycle

license or endorsement. This information

is provided in addition to that offered in

the rst part of this Motorcycle Operator

Manual (MOM), so when preparing

to take the written test, begin by

reading the information on two-wheel

motorcycles thoroughly. It provides

information on safe operation of your

motorcycle in trafc. This supplement

contains information specic to the safe

operation of a three-wheel motorcycle,

including both three-track motorcycles

and motorcycles with sidecars.

KNOW YOUR VEHICLE

There are many types of three-wheel

motorcycles available on the market

today. Requirements for licensing

three-wheel motorcycles vary by state.

In general, three-wheel motorcycles will

have the following characteristics:

1� Three wheels leaving two or

three separate tracks during

straight line operation.

2� Motorcycle-based conversion or

design with:

 Handlebar steering

 Motorcycle-type controls

with the standard layout.

Convenience alterations like

a single brake pedal or lever

control, automatic clutch, or

automatic transmission.

 Saddle seating

– Seating in which the rider/

passenger straddles the

vehicle.

– If designed for a passenger,

the passenger must be

seated behind the operator

(or in a separate passenger

compartment in the case of a

motorcycle with sidecar).

3� Turning diameter of the vehicle

at its widest point must be less

than 40’.

4� The vehicle meets all applicable

federal on-road vehicle standards.

The following vehicles are not

included in this denition, and

therefore testing requirements may

not be applicable. Always refer to your

state Department of Motor Vehicles,

Department of Licensing or other

appropriate state regulatory agency for

exact regulations regarding testing for:

 Automotive hybrids or automotive

conversions

 Vehicles with automotive controls

or seating

 Vehicles with front or rear

mounted engines (engines must be

mounted mid-frame below the rider

to be considered motorcycle-based)

 Vehicles with enclosed or semi-

enclosed riding compartments

 Motorcycles or scooters with two

close-set wheels in front (contact

patches less than 18.1 inches apart)

that lean and maneuver like standard,

single-track, two-wheel motorcycles

 Vehicles with any other departure

from the above standards.

Three-Wheel

Motorcycle Designs

Three-wheel motorcycle designs

vary among manufacturers. Unlike

traditional motorcycles, which are

considered single-track motorcycles,

THREE-WHEEL SUPPLEMENT 47

three-wheel motorcycles could be either

dual or triple track design. Dual track

vehicles are motorcycles with sidecars,

while triple track motorcycles can be

congured either with dual front wheels

or dual rear wheels.

The Right Motorcycle for You

Make sure your three-wheel

motorcycle or sidecar-equipped

motorcycle is right for you. You should

be able to comfortably reach and

operate all of the controls, and be

able to complete full turns using the

handlebars.

Borrowing and Lending

Borrowers and lenders, beware.

Crashes are fairly common among

beginning operators, especially in

the rst months of riding. Operating

MOTORCYCLE

AND THREE-WHEEL

MOTORCYCLE DESIGNS

an unfamiliar motorcycle adds to the

problem. If you borrow a three-wheel

motorcycle or motorcycle with sidecar,

get familiar with it in a controlled area

rst. If you lend your three-wheel

motorcycle or motorcycle with sidecar

to friends, make sure they are licensed

and know how to ride before you

allow them to operate in trafc. Such

motorcycles operate very differently

than two-wheel motorcycles.

No matter how experienced you may

be, be extra careful on any vehicle that

is unfamiliar or new to you.

Get Familiar with

Motorcycle Controls

Be sure you are familiar with the

controls of the three-wheel motorcycle

or motorcycle with a sidecar before

attempting to operate it on any

highway, since some controls may differ

from those found on other motorcycles.

This is especially important if you are

riding on a borrowed motorcycle. Before

beginning the ride:

 Make all the checks you would on

your own motorcycle.

 Familiarize yourself with all

controls, such as the turn signals,

horn, headlight switch, fuel control

valve, and cut-off switch. Locate and

operate these items without having

to search for them.

 Operate all the controls before

you start riding. Know the gearshift

pattern and operate the throttle,

clutch and brakes a few times.

Controls react differently on different

motorcycles, and exact locations

of controls may vary slightly.

Additionally, some motorcycle

conversions may be equipped with

a single brake pedal or lever control,

automatic clutch, or automatic

transmission.

48 THREE-WHEEL SUPPLEMENT

 As you begin to ride, start out slowly

and carefully and be aware of your

surroundings. Accelerate gently, take

turns slowly, and leave extra room for

stopping.

BASIC VEHICLE CONTROL

Steering & Tip

Three-wheel motorcycles handle

differently than two-wheel motorcycles.

With three wheels on the ground,

they are naturally more stable than a

two-wheel motorcycle. They also steer

differently. Because conventional three-

wheel motorcycles cannot lean, they

cannot countersteer. Instead, the front

wheel is pointed in the direction the

rider wants the motorcycle to go.

Under some conditions during the

operation of a three-wheel motorcycle,

it is possible to have only two wheels

in contact with the road surface. This

could occur during turning or tight

maneuvers whenever enough weight is

transferred outside of what are called

tip-over lines. This tendency requires

careful load and passenger positioning

inside the tip-over lines to help maintain

maximum stability.

Body Position

As with any motor vehicle, operator

position is important for control and

for reducing or preventing fatigue. The

operator should be able to reach both

handgrips comfortably, since more

handlebar movement is necessary than

when riding a two-wheel motorcycle.

While it is not necessary for the rider

of a three-wheel motorcycle to move

drastically during operation, shifting

weight in the direction of the turn can

improve control.

Braking

On a motorcycle with a sidecar,

during braking in a sharp turn, the

sidecar wheel may lift off the ground.

Motorcycle and sidecar tires have limited

traction or grip on the road surface, and

traction is greater when the motorcycle

is rolling, not skidding or slipping.

During turning, some of the available

tire traction is used for cornering, so less

is available for stopping. Thus, a skid

can occur if you brake too hard.

Turning

The tendency of the rear inside

wheel to lift during turning is greater

with increased speed and tighter curve

radii. During a turn, inertia causes the

center of gravity of the motorcycle to

shift sideways and outward toward the

tip-over line. The reduced weight over

the opposite side wheel can cause it to

lift slightly.

The weight of a three-track

motorcycle is distributed almost equally

between the two front or two rear

wheels. These motorcycles generally

handle the same in left and right hand

turns.

When turning a three-track

motorcycle:

 Approach a turn at speed with your

head up, and look through the turn.

TIP-OVER LINES

THREE-WHEEL SUPPLEMENT 49

 Concentrate on pointing the front

wheel/wheels in the direction you

want the motorcycle to go.

 Roll off the throttle before entering

the turn.

 Apply the brakes enough to slow

the motorcycle to a speed at which

you can ride safely through the turn,

then release the brakes before the

turn.

 Slightly lean your upper body in the

direction you intend to turn.

 Steer the front wheel/wheels toward

the turn.

 Roll on the throttle slightly for

stability.

On the other hand, because the

center of gravity of a motorcycle with

sidecar is close to the motorcycle itself,

the behavior of the vehicle when

turning right and when turning left is

quite different.

During a right turn, a slight sideways

movement of the center of gravity

creates a greater tendency for the

sidecar wheel to lift. The lift will be

greater if the sidecar is empty or lightly

loaded.

When turning right on a

motorcycle with sidecar:

 Anticipate the degree of turn

required.

 Reduce speed before entering the

curve by downshifting or braking.

 Slightly lean your upper body in the

direction you intend to turn.

 Maintain speed as you enter the

curve.

 Accelerate gradually as you exit the

curve.

During a left hand turn, the sidecar

acts as a stabilizer, so the sidecar wheel

stays on the ground. However, if the

turn is taken too sharply or at too high

a rate of speed, there is a tendency

for the motorcycle rear suspension to

extend, and this may cause the rear

wheel of the motorcycle to lift off the

ground.

When turning left on a motorcycle

with sidecar:

 Reduce speed prior to entering the

turn

 Apply more pressure on the rear

brake than on the front

Hills

When riding uphill on a three-wheel

motorcycle or motorcycle with a sidecar,

some weight will shift to the rear,

causing the front of the motorcycle

to become lighter. This weight shift

reduces the traction on the front tire/

tires for steering and tire grip.

When riding downhill, gravity

increases the amount of braking force

required to slow or stop the motorcycle.

It is important, therefore, to begin

slowing earlier for cornering and

stopping.

Lane Position

The track of the dual wheels of a

three-wheel motorcycle or motorcycle

with a sidecar is almost the same

width as some automobiles. Unlike a

motorcycle, you are limited, therefore, in

lane positioning. Keep toward the center

of the lane to be sure the track of the

dual wheels does not cross the painted

lines into opposing trafc. Riding too far

to the right could cause loss of traction if

the tire leaves the pavement.

Lane positioning when riding

in groups is also an important

consideration. You will not be able to

use a staggered formation, such as

you would when riding two-wheeled

50 THREE-WHEEL SUPPLEMENT

motorcycles. Ride single le and always

maintain a safe margin, two seconds

minimum, between vehicles.

Parking at the Roadside

Because of the limitations on mobility

and motorcycle length, it is not practical

to park your motorcycle at a 90° angle

with your rear wheel touching the

curb, as you would with a two-wheel

motorcycle. Position your motorcycle in a

parking space so you are parked parallel

to the curb and set the parking brake.

Some three-wheel motorcycles have

reverse, so you can more easily maneuver

into a parking space designed for an

automobile. Parking parallel to the curb

will facilitate pulling away from the curb

and entering the lanes of trafc.

Acceleration and Deceleration

A three-wheel motorcycle with two

drive wheels tends to be much more

stable during acceleration and braking

than a motorcycle with a sidecar.

Attaching a sidecar to your motorcycle

adds a non-powered, off-centered mass

of weight. So, during acceleration,

the sidecar will feel as though it is

lagging behind you, causing the vehicle

to feel as though it is being steered

to the right. During deceleration or

braking, the momentum of the sidecar

continues to carry it forward, giving

the feeling that the sidecar is trying to

pass you, making the motorcycle feel as

though it is being steered left.

 On acceleration, compensate for

this tendency by steering slightly

in the opposite direction from the

sidecar.

 On deceleration, compensate for

this tendency by steering slightly in

the direction of the sidecar. You can

also squeeze the clutch lever when

braking.

Swerving

A quick stop may not always be

sufcient to avoid an obstacle in your

path, even if you properly apply both

brakes. Sometimes the only way to

avoid a collision is to swerve. A swerve

is any sudden change of direction. It can

be two quick turns or a rapid shift to the

side when maneuvering the motorcycle.

Often, there is not much time to adjust

your body position.

A three-wheel motorcycle or

motorcycle with sidecar is not as

maneuverable as a two-wheel

motorcycle, so plan well ahead to

avoid the need for any sudden turns or

swerving. If braking is required, brake

either before or after the swerve, never

while swerving.

Cornering & Curves

The cornering characteristics of a

three-wheel motorcycle or motorcycle

with a sidecar differ from those of a

motorcycle. Even with three wheels on

the ground, a sidecar can tip over if it is

being turned too sharply or is going too

fast for a corner. Therefore, it is best to

always slow before entering a corner.

The best path to follow in the curve

may not be the one that follows the

curve of the road. Check opposing trafc

carefully, and if safe, enter the curve

toward the outside of your lane. This

increases your line of sight through the

curve and reduces the effective radius

of the curve. As you turn, move toward

the inside of the curve, and as you pass

the center, move to the outside to exit,

always remembering to stay in your lane.

THREE-WHEEL SUPPLEMENT 51

CARRYING PASSENGERS

AND CARGO

Three-wheel motorcycles are designed

to carry passengers and cargo, but

do not exceed the tire or motorcycle

loading capacity. The extra weight could

change the handling characteristics of

the vehicle slightly, so you must give

some thought to where the loads are

positioned.

Many three-track motorcycles will have

built-in storage compartments for cargo,

either in front of, or behind the rider.

On these motorcycles, center the load

and keep it low in the storage areas so

it is positioned within the tip-over lines

and balanced side-to-side. If a passenger

is being carried, the passenger will sit

directly behind the rider.

On a motorcycle with a sidecar, the

best place for a passenger is in the

sidecar. Never put a single passenger

on the saddle; the added weight on the

tip-over-line will increase the instability

of the motorcycle. While a second

passenger can be carried on the seat

behind the rider, the heavier passenger

should always be in the sidecar.

When carrying loads in a sidecar,

secure the load rmly in place, since

if the load shifts, handling will be

affected. Loads should be distributed

toward the rear of the sidecar to reduce

tipping of the nose of the sidecar in the

event of a sudden left turn.

When loaded, you may nd

performance is reduced and that stopping

distances are longer, so allow some

extra distance. The addition of a sidecar

passenger will greatly improve stability,

and right hand turns can be made at

a slightly higher speed. Turning left,

however, will require more turning force.

PATH THROUGH A CURVE

HAND SIGNALS

3 Stop–

arm extended

straight down,

palm facing

back.

7 You Lead/Come –

arm extended upward 45 degrees,

palm forward pointing with index

ﬁnger, swing in arc from back to front.

6 Follow Me –

arm extended

straight up

from shoulder,

palm forward.

5 Slow Down –

arm extended

straight out, palm

facing down, swing

down to your side.

4 Speed Up –

arm extended

straight out,

palm facing up,

swing upward.

2 Double File –

arm with index

and middle ﬁnger

extended straight up.

1 Single File –

arm and index

ﬁnger extended

straight up.

HAND SIGNALS

13 Turn Signal On–

open and close

hand with ﬁngers and

thumb extended.

11 Comfort Stop –

forearm extended,

ﬁst clenched with

short up and down

motion.

9 Highbeam –

tap on top of

helmet with open

palm down.

8 Hazard in Roadway –

on the left, point

with left hand; on the

right, point with right foot.

14 Pull Off–

arm positioned as for

right turn, forearm

swung toward shoulder.

12 Refreshment

Stop –

ﬁngers closed,

thumb to mouth.

10 Fuel –

arm out to side

pointing to tank with

ﬁnger extended.

T-TIRES & WHEELS

Tires Condition Tread depth, wear, weathering, evenly seated, bulges, embedded objects.

Front Rear

Air Pressure Check when cold, adjust to load.

Front Rear

Wheels Spokes Bent, broken, missing, tension, check at top of wheel: “ring” = OK — “thud” = loose spoke

Front Rear

Cast Cracks, dents.

Front Rear

Rims Out of round/true = 5mm. Spin wheel, index against stationary pointer.

Front Rear

Bearings Grab top and bottom of tire and ex: No freeplay (click) between hub and axle, no growl when spinning.

Front Rear

Seals Cracked, cut or torn, excessive grease on outside, reddish-brown around outside.

Front Rear

Brakes Function Each brake alone keeps bike from rolling.

Front Rear

C-CONTROLS

Levers and

Pedal

Condition Broken, bent, cracked, mounts tight, ball ends on handlebar levers, proper adjustment.

Pivots Lubricated.

Cables Condition Fraying, kinks, lubrication: ends and interior.

Routing No interference or pulling at steering head, suspension, no sharp angles, wire supports in place.

Hoses Condition Cuts, cracks, leaks, bulges, chang, deterioration.

Routing No interference or pulling at steering head, suspension, no sharp angles, hose supports in place.

Throttle Operation Moves freely, snaps closed, no revving when handlebars are turned.

L-LIGHTS

Battery Condition Terminals; clean and tight, electrolyte level, held down securely.

Vent Tube Not kinked, routed properly, not plugged.

Headlamp Condition Cracks, reector, mounting and adjustment system.

Aim Height and right/left.

Operation Hi beam/low beam operation.

Tail lamp/

brake lamp

Condition Cracks, clean and tight.

Operation Activates upon front brake/rear brake application.

Turn signals Operation Flashes correctly.

Front left Front right

Rear left Rear right

Mirrors Condition Cracks, clean, tight mounts and swivel joints.

Aim Adjust when seated on bike.

Lenses &

Reflectors

Condition Cracked, broken, securely mounted, excessive condensation.

Wiring Condition Fraying, chang, insulation.

Routing Pinched, no interference or pulling at steering head or suspension, wire looms and ties in place,

connectors tight, clean.

O-OIL

Levels Engine Oil Check warm on center stand on level ground, dipstick, sight glass.

Hypoid Gear Oil,

Shaft Drive

Transmission, rear drive, shaft.

Hydraulic Fluid Brakes, clutch, reservoir or sight glass.

Coolant Reservoir and/or coolant recovery tank — check only when cool.

Fuel Tank or gauge.

Leaks Engine Oil Gaskets, housings, seals.

Hypoid Gear Oil,

Shaft Drive

Gaskets, seals, breathers.

Hydraulic Fluid Hoses, master cylinders, calipers.

Coolant Radiator, hoses, tanks, ttings, pipes.

Fuel Lines, fuel valve, carbs.

T-CLOCS ITEM WHAT TO CHECK WHAT TO LOOK FOR

CHECK-OFF

You can tear this page out and keep it with you when you ride.

T-CLOCS: Pre-Ride Inspection Checklist

EMERGENCY INFORMATION

Rider's Name __________________________________________________________Blood Type ________________

Allergies/Medical Conditions _______________________________________________________________________

Doctor's Name/Phone _____________________________________________________________________________

Cycle Insurer Name/Phone _________________________________________________________________________

Contact this person if rider is injured

Name ____________________________________________ Home Phone ___________________________________

Work Phone ______________________________________ Cell Phone _____________________________________

T-CLOCS ITEM WHAT TO CHECK WHAT TO LOOK FOR

CHECK-OFF

C-CHASSIS

Frame Condition Cracks at gussets, accessory mounts, look for paint lifting.

Steering-Head

Bearings

No detent or tight spots through full travel, raise front wheel, check for play by pulling/pushing forks.

Swingarm Bushings/

Bearings

Raise rear wheel, check for play by pushing/pulling swingarm.

Suspension Front Forks Smooth travel, equal air pressure/damping, anti-dive settings.

Left Right

Rear Shock(s) Smooth travel, equal pre-load/air pressure/damping settings, linkage moves freely and is lubricated.

Left Right

Chain or Belt Tension Check at tightest point.

Lubrication Side plates when hot. Note: do not lubricate belts.

Sprockets Teeth not hooked, securely mounted

Fasteners Threaded Tight, missing bolts, nuts.

Clips Broken, missing.

Cotter Pins Broken, missing.

S-STANDS

Center stand Condition Cracks, bent.

Retention Springs in place, tension to hold position.

Side stand Condition Cracks, bent (safety cut-out switch or pad equipped).

Retention Springs in place, tension to hold position.

T-CLOCS: Pre-Ride Inspection Checklist

You can tear this page out and keep it with you when you ride.

The information contained in this publication is offered for the benet of those

who have an interest in riding motorcycles. The infor mation has been compiled

from publications, interviews and observa tions of individuals and organizations

familiar with the use of motorcycles, accessories, and training. Because there are

many differences in product design, riding styles, federal, state and local laws,

there may be organizations and individuals who hold differing opinions. Consult

your local regulatory agencies for informa tion concerning the operation of motor-

cycles in your area. Although the MSF will continue to research, eld test and

publish responsible viewpoints on the subject, it disclaims any liability for the views

expressed herein.

Distribution courtesy of Motorcycle Safety Foundation

Second Revision .................... December 1978

Third Revision ..........................February 1981

Fourth Revision ........................ .January 1983

Fifth Revision ........................... October 1987

Sixth Revision ................................ April 1991

Seventh Revision .................. September 1992

Eighth Revision ........................ .January 1999

Ninth Revision .............................March 2000

Tenth Revision ........................... January 2002

Eleventh Revision ............................ July 2002

Twelfth Revision ............................. May 2004

Thirteenth Revision ........................June 2007

Fourteenth Revision ....................March 2008

Fifteenth Revision ...........................June 2009

Sixteenth Revision ..................... January 2011

Seventeenth Revision ...............February 2014

Eighteenth Revision* ......................June 2020

*WV DMV Edited Eighteenth Revision

.........March 2023

Motorcycles are inexpensive to operate, fun to ride and easy to park. Unfortunately,

many riders never learn critical skills needed to ride safely.

Professional training for beginning and experienced riders prepares them for real-

world trafc situations. Motorcycle Safety Foundation RiderCourses

teach and

improve such skills as:

• Effective turning • Braking maneuvers • Protective apparel selection

• Obstacle avoidance • Trafc strategies • Self-assesment

For the basic or experienced RiderCou rse nearest you,

call toll free: 800.446.9227 or visit msf-usa.org

Motorcycles Make Sense –

So Does Professional Training

dmv.wv.gov/pages/motorcycle.aspx