IOWA MOTORCYCLE OPERATOR'S MANUAL

IOWA MOTORCYCLE

OPERATOR'S MANUAL

www.iowadot.gov

DON'T FORGET YOU MUST WEAR

the following for your motorcycle skills test:

HELMET

SHOES THAT COVER

FEET COMPLETELY

(EXAMPLE: NO SANDALS)

LONG PANTS

+ +

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 tra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 eective 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-certiﬁed

RiderCoaches.

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

Erik Pritchard

President

Motorcycle Safety Foundation

CONTENTS 3 PREFACE

The Iowa Department of Transportation worked with the Motorcycle Safety

Foundation to develop this manual. Our goals are to:

• lower the number of motorcycle-related deaths on Iowa highways; and

• increase your safety while you ride and operate a motorcycle.

We believe that the information in this manual provides you with tools you need

for a safe and enjoyable ride.

While you are studying this manual, look closely at the tips for safe riding. The

tips can help you stay alive. Remember, as a responsible motorcyclist it is your

responsibility to help the motoring public be aware of you while you are on the

road.

Help us lower the number of motorcycle-related deaths on Iowa highways by

using the information in this manual while you ride.

Have a safe ride.

Scott Marler

Director

Iowa Department of Transportation

Operating a motorcycle can be fun, exciting, and safe when you act as a

responsible rider. It also requires special skills and a heightened sense of awareness

about other road users, trac, environmental conditions and a personal strategy to

manage potential problems.

Studying this manual will help you pass your licensing tests. It can also help

prepare you to become a responsible and safe motorcyclist.

Take your time learning how to operate your motorcycle and get plenty of riding

experience. We encourage you to ﬁnd an experienced and responsible motorcyclist

to mentor your learning. Proper mentoring along with riding experience can help

prepare you for handling today’s trac and reduce the potential for a crash.

Beginning riders are encouraged to attend an entry-level rider education course

which provides knowledge and hands-on-training before receiving a motorcycle

operator’s license. Experienced riders are encouraged to continue to expand their

knowledge with advanced-level rider courses.

Ride Safe,

Motorcycle Rider Education Program Coordinator

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

to the National Highway Tra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 oers the source ﬁles of this booklet to them at no

charge. Write to MSF@MSF-USA.org for more information.

5 CONTENTS

GETTING YOUR

MOTORCYCLE PERMIT .............. 1

THE RIDER AND

THE MOTORCYCLE ..................... 2

PREPARING TO RIDE ................. 3

Wear the Right Gear .................................. 3

Know Your Motorcycle .............................. 5

Know Your Responsibilities ...................... 8

RIDE WITHIN

YOUR ABILITIES.......................... 9

BASIC VEHICLE CONTROL................... 9

KEEPING YOUR DISTANCE ................ 12

SEE ........................................................... 16

INTERSECTIONS .................................. 18

INCREASING CONSPICUITY .............. 20

CRASH AVOIDANCE ............................. 24

HANDLING DANGEROUS

SURFACES ........................................ 27

MECHANICAL PROBLEMS ................. 29

ANIMALS ................................................ 31

FLYING OBJECTS ..................................32

GETTING OFF THE ROAD ................... 32

CARRYING PASSENGERS

AND CARGO ...................................... 32

GROUP RIDING ..................................... 35

BEING IN SHAPE TO RIDE ......39

WHY THIS INFORMATION IS

IMPORTANT...................................... 39

ALCOHOL AND DRUGS IN

MOTORCYCLE OPERATION .......... 39

ALCOHOL IN THE BODY ..................... 39

ALCOHOL AND THE LAW .................... 40

MINIMIZE THE RISKS ......................... 41

STEP IN TO PROTECT A FRIEND ...... 41

CANNABIS & MOTORCYCLE

OPERATION ...................................... 42

FATIGUE ................................................. 42

IOWA MOTORCYCLE

SKILL TEST .................................43

RIDER SKILL TEST 

2 WHEEL ......................................44

EARNING YOUR

LICENSE ...................................... 48

THREEWHEEL SUPPLEMENT

Supplementary Information

for Three-Wheel Motorcycles ........... 50

Know Your Vehicle ................................... 50

Basic Vehicle Control .............................. 52

Carrying Passengers and Cargo ............. 55

RIDER SKILL TEST 

3 WHEEL ......................................56

HAND SIGNALS .........................60

TCLOCS PRERIDE

CHECKLIST .................................62

SCHEDULE AN APPOINTMENT TO GET

YOUR MOTORCYCLE INSTRUCTION

PERMIT

www.iowadot.gov/service-selector

LEARN MORE ABOUT MOTORCYCLE

SAFETY, INCLUDING WHERE TO TAKE

RIDER EDUCATION COURSES

www.iowadot.gov/mvd/motorcycle/motorcycle-rider-education

MOTORCYCLE INSTRUCTION PERMIT

If you are at least 18 years of age:

 You may drive with a licensed parent

or guardian with a motorcycle

endorsement or a member of your

immediate family who is licensed and

has a motorcycle endorsement and is

at least 21 years of age.

 Another licensed adult who is at

least 25 years of age and has a

valid license with the motorcycle

endorsement.

• The accompanying person must

stay within sight and hearing

distance and be on or in a

dierent motor vehicle.

• Only one learner may be

supervised by any one licensed

driver.

• To add the motorcycle

instruction permit to an existing

class, the cost is $2 for each

year the license is valid, not to

exceed 4 years.

You may obtain a motorcycle

instruction permit by passing the

written knowledge examination and

paying a $2 fee for each year the license

is valid, not to exceed four years, with no

renewal permitted.

If you are ages 14 through 17 years of

age:

 You may drive with a licensed parent

or guardian with a motorcycle

endorsement or a member of your

immediate family who is licensed and

has a motorcycle endorsement and is

at least 21 years of age.

 You may drive with another licensed

adult who is at least 25 years of age

and has your parent’s/guardian’s

written permission to accompany

you and has a valid license with the

motorcycle endorsement.

SCAN ME

1 GETTING YOUR MOTORCYCLE PERMIT

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

proﬁle, and oers far less protection by

exposing its rider to other trac and the

elements. All these risks can be managed

through training and education.

RIDING ENVIRONMENT

THE RIDER AND THE MOTORCYCLE

3 PREPARING TO RIDE

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

and eectively. 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 ﬁve 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 ﬁve 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

Recommended are two primary types

of helmets, providing two dierent

levels of coverage: 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 ﬂy o your head

before it gets a chance to protect you.

CONTENTS 44

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 o when you turn your head

while riding, or in windy conditions.

To be eective, 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

o.

 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 ﬁt

snugly enough to keep from ﬂapping

in the wind, yet loosely enough to

allow you to move freely. Leather

oers 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.

 Gloves allow a better grip and help

protect your hands. Your gloves

should be made of leather or similar

durable material.

HELMETS

5 PREPARING TO RIDE

 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 ﬁt 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 ﬁt 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 modiﬁcations that

make it more dicult to handle.

The Right Motorcycle For You

First, make sure your motorcycle is

right for you. It should “ﬁt” 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.

 Front and rear brakes.

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 49

TEST YOURSELF 1

 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 ﬁrst months of riding. Riding an

unfamiliar motorcycle adds risk. If you

borrow a motorcycle, get familiar with

it away from trac. And if you lend

your motorcycle to friends, make sure

they are licensed and know how to ride

before allowing them out into tra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 ﬁve 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-o 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 you start riding. Be very

MOTORCYCLE CONTROLS

7 PREPARING TO RIDE

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 ﬁnd out about it before

you get in tra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 inﬂation 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 ﬁrm

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 di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

ﬂuid levels.

Check the brake hydraulic ﬂuid 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

speciﬁcations, 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

ﬁrmly 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 tra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 tra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 ﬁrst 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 ﬁrm 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

ﬁve months of experience on their

motorcycles.

Answer - page 49

TEST YOURSELF 2

9 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

eectively. 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 ﬁrmly to

keep your grip over rough surfaces.

Start with your right wrist ﬂat. 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.

HOLDING HANDGRIPS

This permits you to use the proper

muscles for proper steering.

 Knees — Keep your knees against

the gas tank to help you keep your

balance as the motorcycle turns.

 Feet — Keep your feet ﬁrmly on the

footrests to maintain balance. Don’t

drag your feet. If your foot catches

on something, you could be injured

and it could aect 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 ﬁve 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 o the throttle as you

squeeze the clutch lever, 2) lift the

shift lever ﬁrmly 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 ﬁrst gear you

may need to use the brakes to slow

suciently before downshifting safely.

When downshifting, use a 3-step

process: 1) Roll o the throttle as you

squeeze the clutch lever, 2) press the

shift lever down ﬁrmly 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 eect 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 ﬁrst 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

signiﬁcant 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.

SHIFTING GEARS

11 RIDE WITHIN YOUR ABILITIES

To do this:

 Squeeze the front brake smoothly,

ﬁrmly and with progressively more

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

ﬁrmly 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 tra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 ﬁrmly 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 eective 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

eectiveness 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 trac or going o 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 eectively. 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 tra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 trac lane gives a motorcycle

three paths of travel, as indicated in the

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 49

TEST YOURSELF 3

13 RIDE WITHIN YOUR ABILITIES

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 tra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 tra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 trac, motorcycles need as much

distance to stop as cars. Normally, a

minimum of two seconds distance

should be maintained when following a

vehicle.

To gauge your following distance:

LANE POSITIONS

 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 o 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 tra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 tra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 to let them

FOLLOWING

15 RIDE WITHIN YOUR ABILITIES

BEING PASSED

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 o 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 tra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, a

passenger may not see you and might

toss something on you or the road

ahead of you.

PASSING

 Blasts of wind from larger vehicles —

They can aect 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 tra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 ﬁnd a place clear of tra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 trac so you can plan and

implement the safest course of action

as tra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 ﬁnding 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

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

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 49

TEST YOURSELF 4

17 RIDE WITHIN YOUR ABILITIES

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 ﬁxed 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 trac that may turn left in

front of you.

 Trac coming from the left and from

the right.

 Tra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

inﬂuence your riding strategy.

 Trac control devices including trac

signals, warning signs, and pavement

markings, which will require you to

carefully evaluate circumstances

ahead.

 Vehicles and other tra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

and these can be in front or to the

sides.

Execute

Finally, Execute your decision with

smoothness and precision. To create

MERGING

BLIND SPOTS

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 conﬂict between

you and other trac

is at intersections. An

intersection can be in

the middle of an urban

area or at a driveway

on a residential street

— anywhere tra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 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

RIDER RADAR

19 RIDE WITHIN YOUR ABILITIES

tra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 trac around

you. This strategy should also be used

whenever a vehicle in the oncoming

lane of tra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 ﬁeld 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 ﬁrst. Then edge forward

and stop again, just short of where the

cross-tra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.

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

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 49

TEST YOURSELF 5

SMALL INTERSECTION

BLIND INTERSECTIONS

opening, drivers getting out of cars or

people stepping from between cars.

If oncoming tra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 tra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 o 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.

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.)

LARGE INTERSECTIONS

PARKED CARS

21 RIDE WITHIN YOUR ABILITIES

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 di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. Reﬂective, bright-colored

clothing (helmet and jacket/vest) is best.

Reﬂective material on a vest and

on the sides of the helmet will help

drivers coming from the side to spot

you. Reﬂective 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, 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.

STOP SIGNS

PARKING AT CURBS

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 trac around you.

Once you turn, make sure your signal is

o 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

ﬂashing your brake light before you

slow down. It is especially important to

ﬂash your brake light before:

 You slow more quickly than others

might expect (turning o 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 trac approaching from behind.

If you are being followed closely, it’s

a good idea to ﬂash 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 aord to ignore situations behind.

Tra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:

Making eye contact with other

drivers:

A. Is a good sign they see you.

B. Is not worth the eort it takes.

C. Doesn’t mean that the driver will

yield.

D. Guarantees that the other driver will

yield to you.

Answer - page 49

TEST YOURSELF 6

SIGNALING

23 RIDE WITHIN YOUR ABILITIES

• 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

ﬂat 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.

 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

...and what the driver sees

Reality

...and what the driver sees

Reality

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 reﬂective 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 ﬁnd yourself

in a tight spot. Your chances of getting

out safely depend on your ability to

take action quickly and properly. Often,

a crash occurs because a rider is not

prepared or skilled in crash-avoidance

maneuvers.

USING MIRRORS

Reﬂective 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 49

TEST YOURSELF 7

25 RIDE WITHIN YOUR ABILITIES

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 oers

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 ﬁrmly

and progressively. If the front wheel

locks, release the front brake lever

immediately then reapply it ﬁrmly.

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, ﬁrst straighten and square the

handlebars, then stop. If you ﬁnd yourself

in a situation that does not allow

straightening ﬁrst, such as when there

is a danger of running o the road in a

left-hand curve, or when facing oncoming

tra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

27 RIDE WITHIN YOUR ABILITIES

Curves

A primary cause of single-vehicle

crashes is motorcyclists running wide in

a curve or turn.

Every curve is dierent. 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 trac

as soon as possible. You can also adjust

for tra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 tra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 o 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 o.

If you ride over an object on the

street, pull o 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 eective, 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 tra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 o 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

skim along the surface. Be sure to keep

29 RIDE WITHIN YOUR ABILITIES

OBSTACLES

o 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 tra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 o 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 ﬁnd yourself in an emergency

the moment something goes wrong

with your motorcycle. In dealing with

any mechanical problem, take into

account the road and trac conditions.

Here are some guidelines that can help

you handle mechanical problems safely.

Tire Failure

You will seldom hear a tire go ﬂat.

If the motorcycle starts handling

dierently, it may be a tire failure.

If the front tire goes ﬂat, the steering

will feel “heavy.” A front-wheel ﬂat is

The best way to stop quickly is to:

A. Use the front brake only.

B. Use the rear brake ﬁrst.

C. Throttle down and use the front

brake.

D. Use both brakes at the same time.

Answer - page 49

TEST YOURSELF 8

particularly hazardous because it aects

your steering. You have to steer well to

keep your balance.

If the rear tire goes ﬂat, the back of

the motorcycle may jerk or sway from

side to side.

If either tire goes ﬂat while riding:

 Hold handgrips ﬁrmly, ease o the

throttle, and keep a straight course.

 If braking is required, gradually apply

the brake of the tire that isn’t ﬂat, 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-o

switch and squeeze the clutch lever at

the same time. This will remove power

from the rear wheel, though engine

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 o to the side until the rain stops.

C. Ride in the tire tracks left by cars.

D. Increase your speed.

Answer - page 49

TEST YOURSELF 9

31 RIDE WITHIN YOUR ABILITIES

sound may not immediately decline.

Move to a safe area and stop.

Check the throttle cable carefully

to ﬁnd 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 qualiﬁed professional.

Trying to “accelerate out of a wobble”

will only make the motorcycle more

unstable. Instead:

 Grip the handlebars ﬁrmly, but don’t

ﬁght 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 o the road as soon as you can

to ﬁx 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 dierential 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 ﬁrst 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 o 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 eect 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 tra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 di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 o 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 ﬁrm 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 o the road — Get as far o 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 o at the same place you are.

 Park carefully — Loose and sloped

shoulders can make setting the side

or center stand dicult.

CARRYING PASSENGERS

AND CARGO

The extra weight of a passenger

or cargo will aect 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 trac.

Preparing Your Motorcycle

Tire Pressure – Check the air pressure

of both tires. Refer to the owner’s

manual or the label axed to the

motorcycle for the correct inﬂation

speciﬁcations. 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

inﬂation 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

manual for adjustment procedures and

speciﬁcations.

Headlight – Prior to loading, position

If your motorcycle starts to wobble:

A. Accelerate out of the wobble.

B. Use the brakes gradually.

C. Grip the handlebars ﬁrmly and close

the throttle gradually.

D. Downshift.

Answer - page 49

TEST YOURSELF 10

33 RIDE WITHIN YOUR ABILITIES

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 ﬁrmly onto your waist, hips, belt

or passenger handholds for balance

and security.

 Keep both feet ﬁrmly on the footrests,

even when stopped. Firm footing will

prevent your passenger from falling

o and pulling you o.

 Keep legs away from the mu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 aect

the stability of the motorcycle.

 Rise slightly o 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 trac.

 Are about to turn sharply or make a

sudden move.

Riding With Passengers

Your motorcycle will respond

dierently 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 trac.

Carrying Loads

Everything you are likely to need for

a riding holiday or weekend trip can

be packed on your motorcycle in many

dierent 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 aect 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 49

TEST YOURSELF 11

35 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 ﬁrst

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 ﬁnd that the perfor-

mance of a fully loaded motorcycle will

be dierent 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 dierent, 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 inﬂuence

of alcohol or drugs. For some, even too

much caeine or prescription drugs can

adversely aect 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, trac or

weather conditions, and signal early so

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 49

TEST YOURSELF 12

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 conﬁrm 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

ﬁrst 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 ﬁle 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.

Make the turn single ﬁle – do not ride

STAGGERED FORMATION

37 RIDE WITHIN YOUR ABILITIES

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 ﬁle and form up

only after all riders have safely merged

in tra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

tra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 ﬁle formation for better

space cushion and time to react to

conditions at the end of the o-ramp.

Parking

When possible, park as a group, so

everyone can get o 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 ﬁle.

Passing in Formation

When the group wants to pass slow

tra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 tra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 49

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

dierent 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

trac conditions and oncoming tra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.

39 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 trac

conditions is inﬂuenced by how ﬁt 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 signiﬁcant eect 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 trac records. But riding “under

the inﬂuence” 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 eects 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 eects

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 aected long before legal

limits are reached.

Many over-the-counter, prescription

and illegal drugs have side eects that

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

accurately measure the involvement of

particular drugs in motorcycle crashes.

But we do know what the eects of

various drugs have on the processes

involved in riding a motorcycle. We

also know that the combined eects 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 aect the drinker.

The major eect 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 inﬂuence 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 aects 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 eects 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 aected 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

determines whether you are riding legally

ALCOHOL CONTENT

41 BEING IN SHAPE TO RIDE

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, ﬁrst oenders had a good

chance of getting o with a small ﬁne

and participation in alcohol-abuse classes.

Today the laws of most states impose sti

penalties on drinking operators. And those

penalties are mandatory, meaning that

judges must impose them.

If you are convicted of riding under the

inﬂuence 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 ﬁnes 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 aected ﬁrst. Although you may

be performing more and more poorly,

you think you are doing better and better.

The result is that you ride conﬁdently,

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 ﬁrst

things aected by alcohol. Even if you

have tried to drink in moderation, you may

not realize to what extent your skills have

suered from alcohol’s impairing eects.

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-eects.

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 eorts 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 coee

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 & MOTOR-

CYCLE OPERATION

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 tra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 eects

generally begin within a few minutes

and can last from 2 to 4 hours. But when

cannabis is eaten, the onset of eects

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 ﬁnd alternate transportation

if you are planning to be under the

inﬂuence of cannabis at your destination.

Just as with alcohol, riders impaired by

cannabis can be convicted of riding under

the inﬂuence, 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 aect 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 o the motorcycle at least every

two hours.

 Don’t drink or use drugs — Artiﬁcial

stimulants often result in extreme

fatigue or depression when they wear

o. 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 aected.

C. Side eects from the drinking may

still remain.

D. You will be okay as long as you ride

slowly.

Answer - page 49

TEST YOURSELF 14

43 2WHEEL SKILLS TEST

IOWA MOTORCYCLE SKILL TEST

evaluates a rider’s ability to

coordinate clutch and throttle to

complete turns and avoid hazards.

5. OBSTACLE SWERVE: According to

the Motorcycle Safety Foundation,

32 percent of riders involved in

crashes fail to take any evasive

action, and 76 percent improperly

execute their evasive action. This

exercise evaluates a rider’s ability

to maneuver quickly to avoid a

hazard.

6. QUICK STOP: According to the

Motorcycle Safety Foundation,

approximately 70 percent of riders

involved in crashes fail to use, or

incorrectly use their brakes in an

emergency situation. This exercise

measures a rider’s ability to stop

quickly.

It is recommended you practice the

maneuvers included in the motorcycle

skills test before test time. You might

consider observing the testing on a day

prior to your attempt. You should review

the Motorcycle Operator Manual and pay

close attention to the areas explaining

rider position, braking, turning, quick stops

and swerving quickly.

The examiner will assess points for

placing a foot on the ground, touching

a cone or boundary line, and for

stalling the motorcycle. More than 10

points accumulated is unsatisfactory

performance. The test will be discontinued

at any time when more than 10 points are

accumulated.

In addition to point accumulation, the

following will also result in failure of the

test: dropping your motorcycle; bringing

the front wheel o the ground; running

o the course out of control; committing

any unsafe act; or having a crash, such as

hitting a car or pole.

Iowa’s Motorcycle Skills Test includes

maneuvers recommended by the

Motorcycle Safety Foundation.

The test is also referred to as the Rider

Skill Test.

Safety Gear Required to

Take the Test

 Helmet

 Long pants

 Sturdy shoes

 Full ﬁngered gloves and a long sleeve

shirt are recommended, but not

required.

Engine Stalling

Points are assessed if you stall your

engine at any time during any exercise.

Stalling the engine four times during

this test is an automatic failure.

Description of the skills

maneuvers

1. SHARP LEFT TURN: This exercise

evaluates a rider’s ability to

maintain control and remain

within a speciﬁc path when turning

sharply.

2. NORMAL STOP: This exercise

evaluates a rider’s ability to stop in

a designated area, such as before

a crosswalk or stop sign, without

interfering with trac.

3. RIGHT U-TURN: This exercise

evaluates a rider’s ability to

coordinate multiple controls while

negotiating a turn.

4. CONE WEAVE: This exercise

To receive a motorcycle license with full privileges, most states require that

maneuvers be performed as designed for single-track, two-wheeled motorcycles.

On-cycle skill tests are not designed for sidecars or three-wheel vehicles. Those

vehicles maneuver dierently than a two-wheeled motorcycle. Depending on the state, a

driver examiner may follow you on a car test-route. Restrictions (sidecar, three-wheeled

vehicle) may be added until completion of a two-wheel cycle test

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

correct scale for size of vehicles and distances.

1. CONE WEAVE, NORMAL STOP

• When signaled, ride to the right of the ﬁrst cone, to the left of the second, and so on.

Weave past all ﬁve cones without touching or skipping a cone or putting a foot down.

• Turn left and ride toward that side of the course. Make a smooth, non-skidding

stop with your front tire inside that box.

• When stopped, your front tire must not touch the painted lines. Remain stopped.

RIDER SKILL TEST - 2 WHEEL

1 - Cone Weave, Normal Stop

600cc or more

Less than 600cc

45 2WHEEL SKILLS TEST

2. TURN FROM A STOP, U-TURN

• When signaled, make a right turn between the boundary lines. Do not touch

either line or put a foot down.

• Diagonally, cross to the opposite side of the range and make a left u-turn inside

the painted box at the far end of the range.

• Do not touch the solid line (motorcycles 600cc or more) or the dashed line

(motorcycles less than 600cc) or put a foot down.

• Stop with your front tire inside that box and wait for further instructions.

2. - Turning from a Stop, U-turn

600cc or more

Less than 600cc

3. QUICK STOP

• Position your motorcycle on that T.

• On my signal, accelerate straight up this path. Stabilize your speed between 12-18

mph by the time you reach the ﬁrst line.

• Maintain a steady speed.

• When your front tire crosses the second line, stop as fast as you safely can. You will

not lose points if you skid.

• Once stopped, do not allow your motorcycle to roll in either direction.

3 - Quick Stop

20 Foot Timing Zone

47 2WHEEL SKILLS TEST

4. OBSTACLE SWERVE

• Start at the same start T.

• On my signal, accelerate straight up this path. Stabilize your speed between 12-18

mph by the time you reach the ﬁrst line.

• Maintain a steady speed.

• When your front tire passes the second line, swerve to the (right/left).

• Avoid the obstacle line and stay to the inside of the sideline. Do not touch either line.

• Stop smoothly and wait for further instructions.

4 - Obstacle Swerve

20 Foot Timing Zone

EARNING YOUR LICENSE 48

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

measurement of the basic skills necessary to operate safely in tra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 trac environment or in a controlled, o-street area.

Knowledge Test

(Sample Questions)

1. It is MOST important to ﬂash 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 ﬂat 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.

49 EARNING YOUR LICENSE

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.48):

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

tra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

tra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.

50THREEWHEEL SUPPLEMENT 50

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 oered in the ﬁrst 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 trac.

This supplement contains information

speciﬁc 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 deﬁnition, 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

51 PREPARING TO RIDE

51 THREEWHEEL SUPPLEMENT

considered single-track motorcycles,

three-wheel motorcycles could be either

dual or triple track design. Dual track

vehicles are motorcycles with sidecars,

while triple track motorcycles can be

conﬁgured 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

MOTORCYCLE

AND THREEWHEEL

MOTORCYCLE DESIGNS

the ﬁrst months of riding. Operating

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 ﬁrst. 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 trac. Such motorcycles

operate very dierently 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 dier 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-o 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 dierently on dierent

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.

 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

dierently than two-wheel motorcycles.

With three wheels on the ground,

they are naturally more stable than a

two-wheel motorcycle. They also steer

dierently. 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 o 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

53 PREPARING TO RIDE

53 THREEWHEEL SUPPLEMENT

 Concentrate on pointing the front

wheel/wheels in the direction you

want the motorcycle to go.

 Roll o 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

dierent.

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 o 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 tra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

motorcycles. Ride single ﬁle 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 tra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, o-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

su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 dier 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 tra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 eective 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.

PATH THROUGH A CURVE

55 PREPARING TO RIDE55 THREEWHEEL SUPPLEMENT

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 ﬁrmly in place, since if

the load shifts, handling will be aected.

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 ﬁnd 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.

3WHEEL SKILLS TEST 56

ENGINE STALLING

Points are assessed if you stall your engine at any time during any exercise.

Stalling the engine four times during this test is an automatic failure.

1. LEFT TURN, NORMAL STOP

• Accelerate straight ahead and make a sharp left turn between the outside

boundary line and the cone marker. Do not touch the outside line or the cone.

• Then ride toward this end of the course. Make a smooth, non-skidding stop with

your front tire inside that box. (Left front tire on vehicles with two front tires.)

• When stopped, your front tire must not touch the painted lines. Remain stopped.

RIDER SKILL TEST - 3 WHEEL

1 - Left Turn, Normal Stop

57 3WHEEL SKILLS TEST

2. CONE WEAVE, TURN FROM A STOP

• When signaled, ride to the left of the ﬁrst cone, to the right of the second, and to

the left of the third. Weave past all three cones without touching or skipping any

of the cones.

• Turn right at the end of the course and stop at the Start “T” facing the other side

of the course.

• On my next signal, make a right hand turn between the outside boundary line

and the cone. Do not touch the outside boundary lines or the cone.

• Make a smooth, non-skidding stop with your front tire inside that box and wait

for further instruction.

2 - Cone Weave, Turn From a Stop

3. QUICK STOP

• Position your motorcycle on that T.

• On my signal, accelerate straight up this path. Stabilize your speed between 12-

18 mph by the time you reach the ﬁrst line.

• Maintain a steady speed.

• When your front tire/overhang crosses the second line, stop as fast as you safely

can. You will not lose points if you skid.

• Once stopped, do not allow your vehicle to roll in either direction.

3 - Quick Stop

20 Foot Timing Zone

59 3WHEEL SKILLS TEST

4. OBSTACLE SWERVE

• Start at the same start T.

• On my signal, accelerate straight up this path. Stabilize your speed between 12-

18 mph by the time you reach the ﬁrst line.

• Maintain a steady speed.

• When your front tire/overhang passes the second line, swerve to the (right/left).

• Avoid the obstacle line and stay to the inside of the sideline. Do not touch either

line.

• Stop smoothly and wait for further instructions.

20 Foot Timing Zone

4 - Obstacle Swerve

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 O–

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 ﬂex: 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, chaﬁng, 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, reﬂector, 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, chaﬁng, 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, ﬁttings, 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 oered for the beneﬁt 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 dierences in product design, riding styles, federal, state and local laws,

there may be organizations and individuals who hold diering 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, ﬁeld 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

65 PREPARING TO RIDE65 NOTES

NOTES 66

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 RiderCourse nearest you,

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

Motorcycles Make Sense –

So Does Professional Training

Form 430008 PM802 05/14/2024