Oklahoma Motorcycle Test Study Guide

Before every ride, be able to find and work the throttle, clutch, front brake lever, rear brake pedal, gearshift, turn signals, horn, headlight switch, and engine cut-off switch without looking for them. A motorcycle needs more frequent attention than a car, so MSF's T-CLOCS pre-ride inspection should be done before every ride (p.9-10).

• T-CLOCS = Tires & wheels, Controls, Lights, Oil & fluids, Chassis, Stands (p.9-10).
• Check tires for pressure, tread, and sidewall condition; test the headlight on both beams, the taillight, both turn signals, and the brake light from both controls (p.9).
• After mounting, the throttle should snap back when released and the clutch should feel tight and smooth; clean and adjust both mirrors before you start (p.9-10).

Oklahoma requires a DOT-compliant helmet for operators and passengers under 18; riders 18 and older may legally ride without one (47 O.S. § 12-609). The manual is blunt about the value of one: at any speed, helmeted riders are three times likelier to survive a head injury, and one in five motorcycle crashes causes head or neck injury (p.5).

• Unless the motorcycle has a windshield, the operator must wear goggles/eyewear meeting ANSI Z87.1 with positive retention, or a face shield (47 O.S. § 12-609).
• A face shield protects your whole face; goggles protect only your eyes; a windshield is not a substitute for either (p.6).
• Wear a jacket and pants that fully cover your arms and legs, over-the-ankle boots, and leather or other durable gloves; never wear tinted eye protection at night (p.6-7).

Sit so your arms steer the motorcycle rather than hold you up, keep your knees against the tank and your feet firmly on the pegs, and start with your right wrist flat to avoid too much throttle (p.11). Your motorcycle has two brakes — use both every time. The front brake supplies at least 70% of your stopping power and is safe when you squeeze, never grab, the lever (p.13).

• Shift down through the gears as you slow, and stay in first gear while stopped so you can move out quickly (p.12).
• Maximum straight-line braking is fully applying both brakes without locking either wheel — squeeze the front firmly and progressively (p.13).
• Change gears before you enter a turn whenever possible; a sudden change of power to the rear wheel can cause a skid (p.12).

Riders crash by taking curves too fast, then running wide or braking too hard. Use four steps: SLOW, LOOK, PRESS, ROLL (p.14). Slow before the turn, look through it 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 to keep the motorcycle stable (p.14).

• In normal turns the rider and motorcycle lean together; in slow, tight turns lean only the motorcycle and keep your body straight (p.14).
• Running wide in a curve is a primary cause of single-vehicle crashes — ride within your skill level and the posted speed (p.29-30).
• With no traffic, start a curve from the outside to widen your line of sight, move to the inside as you turn, then exit outside (p.30).

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.15). 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, opening to three or more in heavy traffic, on slippery roads, or when you cannot see ahead (p.16).

• 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.15).
• Riding in the center portion places your image in the driver's rearview mirror and discourages lane sharing (p.17).
• Cars and motorcycles each need a full lane; lane sharing is usually prohibited, and Oklahoma bars lane splitting outright (p.18; Oklahoma traffic law).

Experienced riders use SEE — Search, Evaluate, Execute — a three-step strategy for spotting hazards and acting early (p.20). Search aggressively ahead, to the sides, and behind. Evaluate how surfaces, traffic-control devices, and other road users could create risk. Execute by communicating with lights or horn, adjusting speed, and adjusting your position.

• Scan your path of travel about 12 seconds ahead; scan 4 seconds for immediate hazards and 2 seconds within your following distance (p.20).
• Handle two or more hazards one at a time — adjust speed so they separate, then deal with each (p.21).
• In high-risk areas such as intersections, cover the clutch and both brakes to cut your reaction time (p.21).

Intersections hold the greatest potential for conflict — over half of motorcycle/car crashes are caused by drivers entering a rider's right-of-way, often turning left in front of you (p.21). Drivers often say they never saw the motorcycle. Oklahoma law requires your headlight on at all times; also wear bright or reflective clothing and use your turn signals every time (p.24; Oklahoma traffic law).

• Eye contact does not guarantee a driver will yield — if a car can enter your path, assume it will (p.22).
• At a blind intersection, move to the part of your lane that brings you into the driver's view at the earliest moment (p.23).
• Cancel your signal after every turn so drivers don't think you plan to turn again (p.25).

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.27). When there is no room to stop, swerve: press the handgrip on the side of your escape to lean the motorcycle quickly, then press the opposite grip to recover (p.28).

• If the front wheel locks, release the front brake immediately, then reapply it smoothly (p.27, 29).
• If you lock the rear wheel on a good surface, keep it locked until stopped — as long as you are upright and going straight (p.27).
• Never brake while swerving — brake before or after, but separate braking from swerving (p.28).

Wet pavement, gravel, mud, snow, ice, lane markings, and metal plates all cut traction. Slow down before you reach a slippery surface, avoid sudden moves, and use both brakes gently (p.30-31). 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.31).

• Cross railroad and trolley tracks by riding straight within your lane; turning to take them head-on is more dangerous (p.32).
• For seams or tracks that run parallel to your path, move far enough away to cross them at an angle of at least 45 degrees (p.32).
• 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.27).

Checking your motorcycle before every ride catches trouble before you reach traffic (p.9). If a problem happens on the road, 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.33).

• 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.33).
• Wobble: don't accelerate out of it — grip firmly, close the throttle gradually, don't brake, and pull off the road (p.33).
• If the engine seizes from low oil, squeeze the clutch to disengage the rear wheel and pull off the road (p.34).

Only experienced riders should carry passengers or large loads, because the extra weight changes how the motorcycle handles, balances, and stops (p.35). The passenger should sit on a proper seat with a foot on each peg and hold your waist, hips, or belt. Keep cargo low, forward, evenly distributed, and securely fastened (p.35-37).

• With a passenger, ride a little slower, start slowing earlier, and open a larger space cushion (p.36).
• Ride in a staggered formation, with inexperienced riders just behind the leader; never ride directly alongside another rider (p.38-39).
• Move to single file for curves, turns, and when entering or leaving a highway (p.39).

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.42-44). In Oklahoma an adult is legally intoxicated at 0.08% BAC, and riders under 21 face a 0.02% zero-tolerance limit (Oklahoma DUI law).

• Your body eliminates alcohol at only about one drink per hour — waiting, not coffee, is what sobers you up (p.43).
• Three factors most affect BAC: how much you drink, how fast you drink, and your body weight (p.43).
• Riding is more tiring than driving — take a rest break at least every two hours and never ride when tired (p.45).