Utah Motorcycle Test Study Guide

Before every ride, be able to find and work the throttle, clutch lever, front brake lever, rear brake pedal, gear-shift lever, turn signals, horn, headlight switch, fuel valve and engine cut-off switch without looking for them. A motorcycle needs more frequent attention than a car, so a T-CLOCS check should be as routine as checking the weather before you head out (Utah manual p.7-9).

• Tires & wheels: check inflation pressure, tread wear, and the condition of the sidewalls (p.9).
• Controls: the throttle should snap back to fully closed when released, and the clutch should feel tight and operate smoothly (p.9).
• Lights, oil, chassis, stands: test both beams, the taillight, both turn signals and the brake light from both controls; check fluids, the suspension and chain, and that the stands spring up firmly (p.9).

Utah requires an approved helmet for any operator or passenger under 21; riders 21 and older may ride without one, though the manual encourages a helmet at every age (UT1). One of every five motorcycle crashes results in head or neck injuries, and at any speed helmeted riders are three times more likely to survive a head injury (p.4).

• Choose a three-quarter or full-face helmet that meets US DOT standards, fits snugly, and has no cracks, loose padding or frayed straps; a Snell label adds assurance of quality (p.4).
• Utah does not require eye protection by law, but the manual strongly recommends a faceshield or goggles — a faceshield protects your whole face, goggles only your eyes, and a windshield is no substitute (UT1; p.5).
• Wear a jacket and pants that cover your arms and legs, over-the-ankle boots with hard slip-resistant soles, and leather or similar durable gloves (p.5-6).

Sit so your arms steer the motorcycle rather than hold you up, start with your right wrist flat to avoid too much throttle, keep your knees against the tank and your feet firmly on the footrests (p.10). Your motorcycle has two brakes — always use both at the same time. The front brake supplies 70% or more of your stopping power and is safe when you squeeze, never grab, the lever (p.11).

• Shift down through the gears with the clutch as you slow, and stay in first gear while stopped so you can move out quickly (p.11).
• Squeeze the front brake smoothly and progressively while pressing the rear; grabbing the front or jamming the rear locks a wheel and causes a skid (p.12).
• Change gears before you enter a turn whenever possible — a sudden change of power to the rear wheel can cause a skid (p.11).

Riders crash by entering curves too fast, then running wide or braking too hard. Use four steps: SLOW, LOOK, PRESS, ROLL (p.13-14). 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 counterbalance by leaning the bike only and keeping your body upright (p.14).
• The higher the speed or the sharper the turn, the greater the lean angle needed (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.31-32).

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, and open it to three seconds or more in heavy traffic, on slippery roads, or when you cannot see ahead (p.15-17).

• 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 behind a car places your image in the driver's inside rearview mirror and discourages lane sharing (p.17).
• Cars and motorcycles each need a full lane; in Utah lane splitting between moving traffic is unlawful, while limited low-speed lane filtering is allowed (p.18; UT6-UT7).

Experienced riders use SEE — Search, Evaluate, Execute — a three-step process for spotting hazards and acting early (p.19). Search aggressively ahead, to the sides and behind before hazards arise. Evaluate how road conditions, traffic controls and other road users could create risk. Execute your decision by communicating with lights or horn, adjusting your speed, and adjusting your position.

• Search the road about 12 seconds ahead, and treat anything within 4 seconds of your path as an immediate hazard (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 and school or construction zones, cover the clutch and both brakes to cut your reaction time (p.21).

Intersections are the most likely place for a crash; over half of motorcycle-car crashes are caused by drivers violating a rider's right-of-way, usually by turning left or pulling out in front of a rider (p.21). Never count on eye contact — a driver may look right at you and still not see you. Keep your headlight on, since a motorcycle with its light on is twice as likely to be noticed in daylight (p.22, 25).

• At a blind intersection, move to the part of your lane that brings you into the cross-driver's view at the earliest possible moment (p.22).
• Wear bright orange, red, yellow or green and add reflective material so drivers from every side can spot you (p.25).
• Use your turn signals at every turn and cancel them afterward, and flash your brake light before slowing where others may not expect it (p.25-26).

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.29). 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.30).

• If the front wheel locks, release the front brake immediately, then reapply it with less pressure (p.29, 31).
• If you lock the rear wheel on a good surface, keep it locked until you have completely stopped — you stay in control while upright and going straight (p.29).
• Never brake while swerving — separate braking from swerving, doing one before or after the other (p.30-31).

Wet pavement, gravel, mud, snow, ice, painted lines and steel plates all reduce traction. Slow down before you reach a slippery surface, avoid sudden moves, and squeeze the brakes gradually (p.32-33). When it starts to rain, ride in the tire tracks left by cars — often the left track is best — and avoid the oily center strip until surface oil washes away (p.32-33).

• Cross railroad and trolley tracks by riding straight within your lane; turning to take them at a sharp angle can steer you into another lane (p.34).
• For seams or grooves that run parallel to your path, move far enough away to cross them at an angle of at least 45 degrees (p.34).
• 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.28).

Checking your motorcycle before every ride catches trouble before you reach traffic (p.8). If a problem happens on the road, stay calm and account for traffic and surface conditions before reacting (p.35).

• Stuck throttle: twist it back and forth; if it stays stuck, operate the engine cut-off switch and squeeze the clutch at the same time (p.37).
• Wobble: grip the bars firmly and close the throttle gradually — do not brake and do not try to accelerate out of it, which only makes it worse (p.37).
• Engine seizure or a broken chain/belt: squeeze the clutch (or close the throttle) and brake to a stop in a safe area (p.37).

Only experienced riders should carry passengers or large loads, because the extra weight changes how the motorcycle handles, balances and stops (p.38). The motorcycle needs a proper seat and footrests for the passenger, who should wear the same protective gear as you, get on only after the engine is started, hold your waist, hips or belt, and keep both feet on the pegs (p.38-39).

• With a passenger, ride a little slower, start slowing earlier, and keep a larger space cushion (p.40).
• Keep cargo low and place it over or in front of the rear axle; load saddlebags with equal weight on each side and fasten everything securely (p.40-41).
• Ride in a staggered formation, keep inexperienced riders just behind the leader, and move to single file for curves, turns and freeway ramps (p.42-44).

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 any legal limit (p.40, 42). Utah is the only state where an adult is legally impaired at 0.05% BAC rather than 0.08%, and operators under 21 may have essentially no alcohol (p.41).

• Alcohol leaves the body at only about one drink per hour; coffee, food or a cold shower will not speed it up (p.41).
• Even where cannabis is legal, riding impaired by it is unsafe and illegal — it distorts your sense of time, space and speed (p.43).
• Riding is more tiring than driving — take a rest break at least every two hours, dress for the weather, and never ride when tired (p.43).