Ohio Motorcycle Test Study Guide

Before every ride, be able to find and operate the throttle, clutch, front brake lever, rear brake pedal, gear shift, turn signals, horn, headlight switch and engine cut-off switch without looking for them. Ohio's manual stresses that a motorcycle needs more frequent attention than a car, and the MSF reminder for the inspection is T-CLOCS (p.6).

• Pre-ride check: tire pressure, tread and wheels; oil and fluid levels; headlight and taillight on both beams; turn signals; brake light from both controls (p.6).
• After mounting, the throttle must snap back when released and the clutch should feel tight and smooth; test the front and rear brakes one at a time; clean and adjust both mirrors (p.6).
• Check the brake hydraulic fluid and coolant level weekly, in addition to the before-every-ride checks (p.6).

Ohio's helmet law is partial: a helmet is required for riders under 18, anyone on a temporary permit, any rider in their first year of licensure, and the passengers of those operators (p.i). One in five motorcycle crashes results in head or neck injuries, and helmeted riders are three times more likely to survive a head injury (p.2).

• Choose a three-quarter or full-face helmet that meets U.S. DOT standards, fits snugly, and has no cracks, loose pads or frayed straps; a Snell label adds assurance of quality (p.2).
• A face shield protects your whole face; goggles protect only your eyes; a windshield is not a substitute for either (p.3).
• Wear a jacket and pants that fully cover your arms and legs, over-the-ankle boots, and leather or other durable gloves (p.3-4).

Sit so your arms steer the motorcycle rather than hold you up, keep your knees against the tank and your feet firmly on the footrests, and start with your right wrist flat to avoid using too much throttle (p.8). Your motorcycle has two brakes — always use both at the same time. The front brake supplies at least 70% of your stopping power and is safe when you squeeze, never grab, the lever (p.9).

• Shift down through the gears as you slow, and stay in first gear while stopped so you can move out quickly (p.9).
• Squeeze the front brake and press down on the rear; grabbing or jamming the brakes makes them lock and causes a skid (p.10).
• Change gears before you enter a turn whenever possible — a sudden change of power to the rear wheel can cause a skid (p.9).

Riders crash by taking curves too fast, then running wide or braking too hard. Use four steps: SLOW, LOOK, PRESS, ROLL (p.11). Slow before the turn, look through the turn to where you want to go, press the handgrip in the direction of the turn to lean — press left, lean left, go left — and roll on the throttle through the turn to keep the motorcycle stable.

• In normal turns the rider and motorcycle lean together; in slow tight turns lean only the motorcycle and keep your body straight (p.11).
• Running wide in a curve is a primary cause of single-vehicle crashes — ride within your skill level and the posted speed limit (p.27).
• With no traffic, enter a curve from the outside to improve your line of sight, move to the inside as you turn, then back outside to exit (p.27).

Each lane gives a motorcycle three paths of travel — left, center and right. There is no single best position, and no part of the lane, including the center, needs to be avoided (p.12). Choose the path that helps you see and be seen, avoids blind spots and surface hazards, and leaves an escape route. Keep at least a two-second following distance, and open it to three seconds or more in heavy traffic, on slippery roads, or when you cannot see ahead (p.13).

• Ride in path 2 or 3 if hazards are on your left, path 1 or 2 if hazards are on your right, and the center (path 2) when vehicles are on both sides (p.12).
• Riding in the center portion places your image in the middle of the driver's rearview mirror and discourages lane sharing (p.14).
• Cars and motorcycles cannot share a lane safely; lane sharing is usually prohibited (p.15).

Experienced riders use SEE — Search, Evaluate, Execute — a three-step strategy for spotting hazards and acting early (p.17). Search aggressively ahead, to the sides and behind before hazards arise. Evaluate how stationary objects, traffic control devices and other road users could create risk. Execute your decision by communicating with lights or horn, adjusting your speed, and adjusting your position.

• Scan your path of travel about 12 seconds ahead; treat anything within 4 seconds as immediate (p.17).
• Handle two or more hazards one at a time — adjust speed so they separate, then deal with each (p.18).
• In high-risk areas such as intersections, cover the clutch and both brakes to cut your reaction time (p.18).

Intersections are the most likely place for a crash, and over half of car-motorcycle crashes are caused by a driver entering the rider's right-of-way — usually a car turning left or pulling out (p.18). Drivers often say they never saw the motorcycle. Keep your headlight on — a motorcycle with its light on is twice as likely to be noticed — wear bright or reflective clothing, and use your turn signals every time, even when your move seems obvious (p.21).

• Making eye contact does not guarantee a driver will yield — if a car can enter your path, assume that it will (p.19).
• Cancel your signal after every turn so drivers do not think you plan to turn again (p.22).
• A motorcycle's brake light is less noticeable than a car's — flash it before you slow where others may not expect it (p.22).

When you find yourself in a tight spot, two skills save you: stopping quickly and swerving. To stop quickly, apply both brakes at the same time, squeezing the front lever firmly and progressively — never grabbing it (p.24). When there is no room to stop, swerve: press the handgrip on the side of your escape direction to lean the motorcycle quickly, then press the opposite grip to recover (p.25).

• If the front wheel locks, release the front brake immediately, then reapply it firmly (p.24, 26).
• Keep a locked rear wheel locked until you have completely stopped, as long as you are upright and going straight (p.24).
• Never brake while swerving — brake before or after, but separate braking from swerving (p.25).

Wet pavement, gravel, mud, snow, ice, lane markings and metal plates all reduce traction. Slow down before you reach a slippery surface, avoid sudden moves, and use both brakes gently (p.28). When it starts to rain, ride in the tire tracks left by cars and avoid the oily center strip until surface oil washes away (p.28).

• Cross railroad and trolley tracks by riding straight within your lane — turning to take them head-on is more dangerous (p.30).
• For pavement seams that run parallel to your path, move far enough away to cross them at an angle of at least 45 degrees (p.30).
• At night, slow down, open a three-second-or-more following distance, and use your high beam when not following or meeting a car (p.24).

Checking your motorcycle before every ride catches trouble before you reach traffic (p.6). If a problem happens on the road, stay calm and account for traffic and surface conditions. If a tire goes flat, hold the grips firmly, ease off the throttle, keep a straight course, and edge to the side of the road (p.30).

• Stuck throttle: twist it back and forth; if it stays stuck, use the engine cut-off switch and pull in the clutch at the same time (p.30).
• Wobble: do not try to accelerate out of it — close the throttle gradually, do not brake, move your weight forward, and pull off the road (p.30-31).
• If the engine seizes from low oil, squeeze the clutch to disengage the rear wheel and pull off the road (p.31).

Only experienced riders should carry passengers or large loads, because the extra weight changes how the motorcycle handles, balances and stops (p.32). A passenger needs a proper seat and footrests, should mount only after you start the engine, keep both feet on the footrests, hold your waist or hips, and lean with you (p.32-33). Keep cargo low, forward, evenly distributed and securely fastened (p.35).

• With a passenger, ride a little slower, start slowing earlier, and open up a larger space cushion (p.33).
• Ride in a staggered formation, with inexperienced riders just behind the leader, and never ride directly alongside another rider (p.37).
• Move to single file for curves, turns, and when entering or leaving a freeway (p.37).

Alcohol and other drugs degrade your ability to think clearly and ride safely more than any other factor — as little as one drink affects performance, and impairment begins well below the legal limit (p.40). Studies show 29% of all fatally injured motorcycle riders were over the 0.08% legal limit, and alcohol leaves the body at only about one drink per hour (p.40-41).

• An adult is intoxicated at a 0.08% BAC; riders under 21 face a 0.02% limit (p.42).
• Three factors most affect your BAC: how much you drink, how fast you drink, and your body weight (p.41).
• Operating a motorcycle is more tiring than driving a car — take a rest break at least every two hours and never ride when tired (p.44-45).