Everyone knows brake lights are to alert drivers behind you, but what about when you roll off the throttle, and tailgating drivers fail to notice your decreasing rate of speed?

Would you like them to know you’re decelerating, rather than potentially becoming another statistic?

Nikkos Designs of Fort Myers, Fla. has a deceleration-sensing Safety Light pending that looks like a good idea.

Bob Price, president and CEO of B.C. Systems – which is due to begin selling the light in a month or so -– is busy drumming up interest, and he got our attention a while back when he began getting the word out.

The idea is simple. Bikes have a lot of compression braking and slow down merely by rolling off the throttle. The waterproof and vibration-proof system senses this deceleration, and emits eight high-intensity strobes per second from the LED-lined light bar.

The solid-state device attaches anywhere high-tack, double-sided tape will stick – such as under the license plate. Since it’s flexible, it can also be mounted on fender contours, or the like. It wires into any 12-volt electrical system with crimp-on connectors. Splicing to the license plate light will work fine.

Bob says police departments and other municipal departments are adding to the list of groups enthusiastic about the lights coming to market, and it’s ideally suited for motorcycles, while also able to be attached to any on- or off-road vehicle, including cars, trucks, ATVs and snowmobiles.

H-D riders, Gold Wing riders, and BMW riders are expected to round out motorcycle groups most enthusiastic for it, and we can see why.

We only got a prototype to check out, so the pic is courtesy of Bob and shows a light similar to what he’s having produced by a major U.S. electronics manufacturer (whose name is off the record for now but is highly reputable).

The system will retail for $119.99 from www.bcsystemsales.com. With ever-increasing traffic density in many regions, and distracted driving still a major problem, this thing could be a life saver.

With an air of confidence toward the future and pride in the company’s past, representatives from Dainese AGV USA introduced its 2010 gear collection at the D-Store Orange County in Costa Mesa Monday, along with details of the almost-ready-for-prime time “D-Air” airbag suit.

The closed-door gathering was held for members of the motorcycle press and featured a number of upgrades across the company’s vast line of moto safety apparel, as demonstrated on svelte male and female models.

Highlights were innovative materials technologies, including a new kangaroo hide option, silver-ion impregnated anti-bacterial linings, “localized perforation” available in some suits, and more use of titanium and/or carbon fiber in gloves, protective patches on leather suits, and boots.

The female model is wearing Dainese’s new thorax protector.

Improvements to spine protection using aircraft grade alloy honeycomb sandwiched between high-tech polymers, and a new line of thorax (chest/breast) protection for men and women were also rolled out.

The presentation also featured AGV helmets, with which Dainese officially merged a couple years ago. Dainese reps cited a long list of original innovations, but said they were not resting on their laurels and intended to keep following their own muse – along with much R&D and feedback from an elite stable of sponsored racers as well as ordinary customers worldwide.

According to Andrea Onida, the D-Store’s marketing and sales support manager, included in Dainese’s aforementioned industry firsts were such now-taken-for-granted technologies as replaceable knee pucks, spine protectors, metal or composite external shoulder and elbow protective patches, and more.

In the case of AGV helmets, reps assert that the company invented the first full-face racing helmet and has been innovating since 1947. Luminaries who’ve benefitted from AGV helmets in the past include former world champion Giacomo Agostini, whose helmet is stylized as the official symbol for AGV, and of course Valentino Rossi today.

For a moto gear-head, a trip to the Italian maker’s high-end retail outlet can be like a proverbial trip to a candy store. And if all the colorful leather, textile and AGV helmets were like freshly served ice cream sundaes for the eyes, the most interesting cherry on top certainly was the D-Air suit – on display to dazzle, but not sample as of yet.

Silvano Celi poses next to the D-Air prototype race suit.

Dainese had brought in a prototype to announce this, its latest and uncontested “first.”  This particular example was one that had been fitted for and used by nine-time Moto GP World Champion, Valentino Rossi.

In all, about five or so elite racers have been extensively testing the air-bag suit. It is the fruit of a project that began as a gleam in Dainese’s mind’s eye in 1996, according to Michela Amenduni, chief of press office for Dainese S.p.A., who had flown in with several Dainese personnel from Italy for the presentation.

You might have seen the viral video circulated around Youtube – and still on Dainese’s Web site – of a black-clad test rider who deliberately lowsides a 2-stroke track bike to demonstrate the air collar, but that is really old news and bears little resemblance to Dainese’s latest state of the art.

The present design – said to be nearly perfected for the future as well – incorporates an enclosed air collar encased in an elastic-type mystery material that expands like a blowfish around the rider’s neck as needed in a crash. It is designed to deploy and instantly shield the upper vertebrae, upper thorax, humerus bones of the upper arms, shoulders, collarbone, and of course the rider’s neck and head.

Its impact resistance is claimed to be 80% better or more, compared to conventional Dainese technology, and it deploys in 20 milliseconds – faster than a blink.

The system’s operating hardware and software are contained in the speed hump, and thus require no hardware or software on the motorcycle. In the hump, there are three gyroscopes and three accelerometers, a GPS, and a computer “brain” to continually monitor the myriad data.

The On switch is actually the upper snap closure that secures the center zipper at the rider’s neck, and an LED blips on the front of the suit to alert that the system is operative and okay.

The D-Air in its latest version resides under the leather suit, with hardware stuffed in the speed hump, and the flattened airbag around the shoulders.

The system activates when the bike exceeds 50 kph, and is inactive below that speed (so it would not deploy if a rider tripped and fell in the paddock, for example).

A helium gas cartridge is used, according to Rossi’s personal suit fitter, Silvano Celi in a one-on-one interview with Motorcycle.com.

Celi, who said he has worked with Rossi since Rossi was 14, has been instrumental in R&D for a number of Dainese’s evolutionary designs, and had been brought in by Dainese to give tech briefings for the suit which he has worked with Rossi and the other riders to develop.

Michael Renseder’s latest generation suit is shown inflated seconds into a 125 cc GP crash at Jerez last year.

He said the suit’s “cold gas generator” (helium system) weighs about 200g, and the entire system only adds about 700-750g (less than 2 lbs) to the weight of the suit.

The suit’s computer brain was developed in collaboration with leaders at top universities to come up with mathematical algorithms that can be fine tuned for individual race circuits. The system is designed to be smart enough to discern between an actual crash and mere high-Gs or ordinary rider movements.

It has been proven to be able to deploy in a highside or lowside or impact, and Celi said they are quite happy with what they have designed, even surprising industry peers with their results.

One example of its efficaciousness was cited last November when Jorge Lorenzo nearly highsided at Valencia, and saved it. His airbag activated because he had actually begun the gyrations of a crash. It puffed up for five seconds as it was designed to, then took another 20 seconds to deflate as he continued to race.

In all, it cost him 0.7 seconds on that lap. Of that time, Celi estimated the highside event itself accounted for about 0.5 seconds, thus it was said the distraction by the suit’s deployment effectively cost Lorenzo only 0.2 seconds.

As mentioned, unlike previous prototype versions built around leather suits that relied on external removable air collars, this suit uses leather like normal, except around the shoulder and chest. Here is a material that feels like rubber to the touch. Dainese offered no name for it, and according to Celi, it has abrasion resistance “similar” to leather but can stretch out as needed, then recompress the gas-filled air collar once an exhaust valve opens. Thus the suit, which is good only for one airbag deployment at a time, retains a safety level on par with an ordinary Dainese race suit even if the airbag is deactivated – such as when a rider picks up a crashed bike and keeps racing.

A closer view of the D-Air suit material.

What’s the stretchy material made of? Celi – who speaks only a little English – responded through an interpreter in a flurry of Italian. The word “Kevlar” was recognized, but the answer finally delivered through a translator was, “that’s classified!”

Indeed the R&D and money spent have been extensive and expensive, but no hard numbers were divulged as to this project’s cost to date. Nor is the proposed selling price for the final production version of this suit when it becomes available for racers, perhaps as soon as 2011. And before that, Dainese will be conducting further tests in collaboration with selected racers.

But this is a race suit. What about street riders? How can this benefit them?

Well, first, consumers might want to see more proof of this concept, no doubt. But Onida was clear that this is a direction Dainese is committed to, and the company also has street suits in development – but here, too, only sketchy details were offered, and no more accurate estimate other than as-soon-as-possible was given as to when the street version would be made available.

What is known is that the street suit will be designed with a larger frontal airbag area offering more torso protection to better handle the types of crashes common to road riders – such as impacts with other vehicles and objects, as well as potential highsides and lowsides, presumably. Additionally, a road system will likely have crash sensors on the bike itself to detect impact, said Amenduni.

So while tantalizing, Amenduni admits the whole project remains “a work in progress.” The race suit as currently used by elite racers requires a team of technicians to service it, as well as collect data.

Before a version of that suit is made available to club racers or track-day riders, Dainese said it will have to make them so they no longer need their own private coterie of attendants.

The Dainese D-Store in Costa Mesa is spiced up by a revolving display of bikes, including this Yamaha R1 that will be auctioned off to benefit the Riders For Health charity.

But Dainese repeatedly said its goal is to make this practical, available, reasonably affordable, and thus viable. And though no word was offered on the eventual proposed price, Amenduni said it will be less money than one would think.

Currently, suits at the D-Store were seen ranging from around $1,000 to $3,500 or so. Any guesses on what this new ultimate suit will go for?

Also in question is will it be worth it? If it works as advertised, and can save your neck with greater capability than a current-technology suit, you decide, but our guess is many people will certainly say yes.

And with competition, and time on the market, if Dainese – and others working on their own designs – have their way, it may not be too long before the motorcycle airbag suit becomes commonplace.

As written for Motorcycle.com

By Jeff Cobb
Motorcyclesafetynews

If there were ever a need to be proactive, assertive and in control, it is while riding a motorcycle. Motorcyclists and scooter riders are arguably the most vulnerable motor vehicle operators on the road.

According to the National Highway Traffic Safety Administration (NHTSA), when compared to operators of a passenger vehicle, motorcyclists on American highways in 2006 had a 35 times greater chance of being killed per vehicle mile traveled.

Studies show that because motorcycles are much smaller, they may not be “seen” or fully, consciously registered in the minds of other motorists.

And in today’s increasingly dense traffic, even when motorists do see riders, some may not demonstrate sufficient respect for them for one reason or another. It may be conscious or unconscious on their part, but either way, your life and welfare could depend on it.

Because of these and other realities, the Motorcycle Safety Foundation (MSF) has evolved a system for managing the many risks riders face. The system is based on the premise that you are the one most responsible for your own safety. As a rider, it is your job to look out for yourself, and not fully trust others any more than you have to. No one has your best interests at heart more than you.

The word “SEE” is an acronym for a learned process of seeing, assessing and responding to traffic, the road, and more. It stands for “Search, Evaluate, and Execute.”

Search

Whether riding an interstate highway, suburban street or backcountry road, your goal is to visually recognize anything that could affect your control and safety. The idea is to consciously recognize not only what’s right in front of you, but to also look 12 seconds ahead, and be aware of what’s 360 degrees around you as well.

You do this partly by scanning your mirrors, looking side to side, and doing “head checks” as needed to monitor blind spots, or when changing lanes. Some mirrors are convex, and do not accurately portray distances. Looking directly where you are going or at what is coming your way is safest.

The categories of things you continually look for are:

1. Traffic control devices and markings
2. Road characteristics and surface conditions,
3. Other roadway users.

Evaluate

You need to effectively process the visual information you are continually taking in. The MSF recommends, “To get the best results, predict the worst possible outcome.” This does not mean you ought to be paranoid, but it does mean anticipate and be ready.

For example, if you are going through a four-way stop, and a car in the road perpendicular to you is about to cross your path, realize the car might run its stop sign through without stopping. Or if someone is tailgating you, assume they could rear-end you if you fall or have to hit the brakes. And if you are taking a blind curve, you might anticipate fallen gravel or a driveway with a car backing out just around the bend.

For these and innumerable other potential scenarios, the SEE system advocates you “evaluate” the three main categories you recognized in your “search,” as follows:

Traffic control devices and markings – Remember the car blowing through a stop sign example? Motorcyclists need to be extra aware that just because there are traffic control devices or markings on the road, it does not mean every one will obey them. What are the potential hazards that you might therefore have to deal with in a moment’s notice?

Road characteristics and surface conditions – Is the road hilly, curvy, two-lane, four-lane, lined with driveways, or likely to have wildlife like deer darting out in front of you? Further, “reading” the pavement quality is an essential learned skill. Is the road gravelly or smooth? Is it full of patches and potholes? Are there tar covered cracks? Is the road asphalt or concrete? Are there rain grooves in it? Are there signs, posts, guardrails, or other objects that you could crash into?

Other roadway users – Becoming “street smart” on a motorcycle means learning to anticipate and be ready to compensate for other drivers’ potential errors in judgment.

Overall, “evaluating” is about developing excellent on-the-fly judgment. In doing this, you must take into consideration your own bike handling skills, your bike’s capabilities and limitations, and the big picture on roadway or traffic conditions.

Always think of having a safety cushion in time and space. In other words, give yourself enough physical distance, and time to react.

Execute

Here’s where being “assertive and proactive” come into play. As you “search,” you may “evaluate” a risk. Maybe it’s someone on a cell phone not looking and turning left in front of you at an intersection. What do you do?

You may have less than a second to do whatever it is, so being decisive is key.

Three possibilities:

Communicate – You could honk your horn, or even wave if possible. This is your most passive option because you are hoping someone else will respond to you.

Adjust speed – Can you stop in time? If so, is someone riding your tail? Could you accelerate through and beat the driver?

Adjust position – Can you steer around the turning car? (You could do this while accelerating, but this is an on-the-spot judgment call).

Conclusion

Training courses or track day riding schools are ideal places to practice the SEE techniques.

Studies show that intersections are consistently the most likely places to have a collision, particularly with a vehicle turning left in front of a rider, violating the motorcyclist’s right of way.

Researchers have also observed that people can operate motor vehicles almost on autopilot, as it were. That is, they may be less than fully conscious and still make it to where they are going.

While this is common, it is a bad idea for motorcyclists. The potential consequences are greater, so you decide. Would you like to be in greater control, safer, and ultimately have more of a reason to enjoy the experience of riding?

While the SEE system is broken out into steps, in real life your focus and resulting action should be fluid. To become proficient, these steps need to be practiced, and integrated into your mind.

A word to the wise: do not out ride your skill set, or the capabilities of your machine. Do not over or underestimate what you can do.

If you have not taken a training course that teaches these techniques, you would be smart to consider one. If you are experienced, refresher courses or advanced courses are available. If possible, a track day or track riding school are also great for developing skills that can add to your control on the street.

Jeff Cobb is the editor and publisher of Motorcycle Safety News. Comments, and questions can be directed to jeff@motorcyclesafetynews.com

As written for Motorcycle.com

By Jeff Cobb
Motorcycle Safety News

It’s ironic that while our machines are practically one step removed from Star Wars technology, the culture surrounding their use is one step removed from the Wild West.

The American approach to safety for motorcyclists and scooterists – that is, our attitudes and practices – is essentially a world of anything goes; each person must choose amidst a culture fraught with mixed messages and conflicting agendas.

Helmet? No helmet? Full face? Half helmet? Head-to-toe gear? Leather jacket and jeans? Shorts and T-shirt? A little training? A lot? None?

In 2007 (latest data available), according to the National Highway Traffic Safety Administration (NHTSA), the number of on-road motorcycles registered topped 7.1 million. But while fatalities among other roadway users have declined – particularly auto drivers, which in 2008 recorded the fewest deaths in 47 years – NHTSA contends that motorcyclist fatalities have increased steadily for the past 10 years even when factored for increased registrations.

This is further contrasted to the fact that in nearly every other human endeavor today, people are clamoring for – and basically getting – more and more safety.

You have air bags and other safety devices in cars, protection from pesticides in foods, safety in children’s toys to the point of being ludicrous, such as the lead ban, safety on walkways for shoppers and restaurant-goers, heck, even campaigns to promote safe sex…

But when it comes to powered two wheelers, there are no universally agreed upon standards. None.

Today about 21 states require full-time helmet use and most require eye protection. Other than that, if you want to tour the country on your turbo Hayabusa in a Speedo (or realistically, jeans, T-shirt, no helmet), have at it. Or, if you want to wear head-to-toe armored gear, you can do that too.

Try exercising the first option in Germany.

In America, we call it freedom. And just to be clear: Freedom is great. We all love freedom, and this is no pitch to remove our rights as riders.

But this country’s founders said freedom is a social contract assuming some responsibilities on citizens. One price of freedom is people must agree to do their best to exercise good judgment and do what’s best to improve their quality of life, which is what freedom is supposed to be for. Self-restraint and wise personal choices are supposed to be in place if external laws are not.

These kinds of arguments are what justified our extremely free country in the first place.

As it is, the U.S. is unlike other countries with nationally mandated standards for rider safety. Here each state decides what if any gear is appropriate.

This is what We the People have chosen. But in spite of this, injuries and deaths continue to increase, and a lot of people shake their heads in disbelief.

When I asked Andrea Nalesso, sales marketing manager for Dainese, which country has the least regard for motorcycle safety, he said it’s “very much the U.S., which is the worst among the countries that I know.” In the phone interview, which took place from Indianapolis a year ago, he added, “The United States is the country with the least awareness about safety.”

Nalesso – an Italian who happened to be in the States that week helping Valentino Rossi as his safety gear supplier – travels the world and he’s in the business, so he has some perspective. Nor is he the only person with this view. Many others say the same.

About the only safety measure America has pushed that Germany has not is artificially low speed limits. By catering to the lowest common denominator, this minimizes competence required to get on (and stay on) the road.

Germany also has tiered licensing, which requires you to qualify to ride a big bike, but this will likely never happen here, as long as every state is doing its own thing.

As it is, in the absence of clear standards, motorcyclists and scooterists generally agree that we cannot really agree on much of anything. What we have are different camps, each with their own innate sensibility of acceptable safe practices.

There are extremes too, each pushing opposite agendas. On one hand, you have the ATGATT crowd (all the gear all the time) – usually racers, ex-racers, safety instructors, marketers selling safety gear and services, and others who believe gear is your only protection in a nasty get-off.

On the other extreme are the motorcyclists’ rights organizations, or MROs. These groups – while also made up from experienced riders – have a different take on things.

Since 1975, they have successfully employed grassroots efforts leading to nationwide lobbying techniques to wage campaigns advocating libertarian ideals for riders. They can sometimes come across as the new American patriots.

Their most active advocates have made it a mission of writing editorials, creating fact sheets and assembling statistics to show state legislators and other decision makers why helmet laws should be not universally mandatory for those of adult age (usually 18 or 21).

On the far fringe of this group, some go beyond the neutral message of “let those who ride decide,” and suggest or state outright that crashing with a helmet could be more dangerous than without a helmet.

Yes, there are some who’d like to prove a helmet is often an anti-safety device and are very energetic and determined to do so (and this is putting it politely).

Citing anecdotes and some statistics, such far from center evangelists say helmets could cause a basal skull fracture, or neck snap due to whiplash, or could impair hearing or visibility.

To help preserve our freedoms, arguments against helmet laws have been presented by bikers, who have been known to roar their bikes (some believe loud pipes save lives, after all) to the capitol building to share the information with legislators pending a helmet law repeal vote.

But these folks are not against safety. They just don’t agree – and that is their right – that the helmet is such a major issue. They would much rather talk about avoiding the crashes in the first place.

And that particular argument does have a lot of merit. Drivers are often way too distracted as they send text messages, fiddle with food or makeup, argue with kids as they try to help each child load his or her personal DVD player. What is more, larger, taller vehicles make for nasty body slams, and four-wheel vehicles on average are now bigger than ever…

So absolutely, a large number of motorists are unwitting vehicular homicides waiting to happen. But does that mean a helmet is still not a better bet?

Why would enlightened free citizens even need a law to force them to be safe? Sure, “let those who ride decide.” To whom it applies: How about voluntarily deciding to gear up?

There’s a reason why every powersports race sanctioning body in the U.S. mandates helmets (and full gear) for racers.

There’s a reason why American football players wear a helmet – and full pads. Now granted, football is a contact sport where you are guaranteed to collide.

In motorcycling, you hope you will not make contact. But if you did, how would you want to be dressed?

In any case, what ever your situation, it is a gamble. And like gambling, it’s fun to win, but not fun to lose. If you ever found yourself with multiple fractures, it might change your feelings about your level of risk tolerance.

Which brings us to another topic: Inherent risk.

Motorcycles are a carryover from a time when everyone faced greater risk. In 1899, when motorcycles were in their infancy, we had far less effective healthcare and medicine, and no insurance. Our lives were altogether less secure and there was practically no one you could sue.

And while in nearly every other arena security has since improved, motorcycles can only be so safe. Honda, BMW, and others are experimenting with airbags and improved ABS, but you’ll probably never see a crash cage on a motorcycle.

This is the risk you accept. This is reality. You are a 21st century person enjoying a 21st century version of a 19th century experience.

And for some risk takers, the perverse or interesting thing – you decide – is that it’s a blast to get away with flirting with disaster. Researchers have found brain chemistry for die-hard risk takers (such as dopamine levels) is amped up while taking chances, and they live for the rush.

In contrast, there is another element in society that does not quite see it the way we do: those in favor of safety legislation.

Some are known to ask: If a rider splats himself on the highway, racks up huge medical bills, and becomes dependent on the state, why should society have to pay?

And, they ask, is it fair that individual rights take precedence over the rights of the many? If a rider was breaking the law when he went down, that is all the more egregious to people of this mindset.

These people do not look at motorcyclists as enlightened citizens enjoying their rights as free men and women. They see the effects of some adults acting like adolescents, not taking all reasonable precautions. They see an unruly group that needs to be controlled.

Their arguments take on further legitimacy because they mirror the reasoning that’s already been used to push other safety legislation – such as seatbelt usage – into existence.

The back and forth rhetoric gets a fresh rehash every time a local rider dies without a helmet, and some editorialist spouts off about how stupid riders are for not using one.

If a big enough splash happens, it has been known to help tip the scales, such as when Gary Busey suffered brain damage in 1988, and in 1992 California went back to being a helmet state.

Today, the debate has become a public relations battle, and the holy grail of rights is to go without a helmet, particularly by MRO advocates in front of lawmakers. And frankly, I mostly agree with the MROs; a person should have the right, as long as they do not cost other people.

To me, the real question however is what is smart? What level of risk are you willing to take, and have you thought it all the way through? If carrying a passenger, have you explained it to him or her so they can make informed decisions?

Motorcycling is often a pursuit of passion, not always guided by strictly rational, logical thinking. A lot of riders will not bother with gear simply because it seems too expensive, too hot, too inconvenient, or not in style with their crowd.

And this lackadaisical attitude doesn’t just apply to safety gear and helmets, but also to training.

Getting properly trained, taking refresher courses, or at least proactively doing your own practice drills is a great idea. Simply riding does not prepare you as well for accident avoidance.

But, objectively speaking, how can we really know what’s safer? Is there any science behind these opinions?

Some research has been done. About 10 years ago, the Europeans did the comprehensive MAIDS study, and there is the 1981 “Hurt Report” (Motorcycle Accident Cause Factors and Identification of Countermeasures).

This year, even though Harry Hurt says his findings are still basically valid, the first American “motorcycle crash causation study” since 1981 was intended to begin forensically examining 900 motorcycle accidents over a three-year period.

To fund the study, in 2006 Congress promised a whopping $2.5 million. In 2007, the motorcycle community came up with their part of the deal pledging $3 million. And by the time it was ready to start, costs were estimated at $8-10 million. So it has gone nowhere.

The per-American expenditure to shed further light on saving lives – at a time when motorcyclist numbers were peaking along with their incidences of death and injury – was astonishingly low.

In their defense, some say the feds – which in any case found billions to bail out corrupt insurance industry execs and mismanaged businesses – offered too little only because the motorcycle community underestimated the costs.

Further the motorcycle community “stakeholders” had within its ranks those not exactly gushing with enthusiasm. There were some who, A) said they doubted the study could get quality data, and B) did not want to see more data confirming ideas that could threaten their lifestyle – such as findings that a full-face helmet (as Hurt already demonstrated) was absolutely a better idea.

So where do things stand today? The U.S. culture of motorcycle safety, while seeing some terrific innovations in gear and training, exists in a largely unregulated environment where some riders disagree with and contradict other riders regarding best safe practices.

But while it may be like the Wild West, if you get trained, continue to train throughout your motorcycling career, wear the best gear you can, honestly assess your risk – and use your freedom wisely – you can be like the hero who wins the gunfight, instead of one of the hapless characters who gets shot down.

Jeff Cobb is the editor and publisher of Motorcycle Safety News. Comments, and questions can be directed to jeff@motorcyclesafetynews.com.

As written for Motorcycle.com

By Jeff Cobb
Motorcycle Safety News

Group riding is a whole other endeavor compared to solo riding. Where it is like solo riding is that some riders may instinctively do a good job of quickly figuring out the way to do it well, enjoy themselves, and have no issues. Others have found out the hard way that there are new rules to be observed when riding collectively.

“Group riding” is actually a catchall term. More specifically, are you and a few friends planning a day trip on your cruisers or a mixture of bike types? Are you and some friends heading across country? Are you and 11 other strangers riding a guided tour through new environs? Are you and some buddies and your hot sportbikes going out to look for some fun?

In other words, who is in your group? Do you know everyone and their habits well? Is everyone sufficiently experienced? Or are you riding with novices trying to keep with a herd for the first time in traffic?

Are you new to riding? If you are, think twice. Riding with a group presents challenges to an already demanding learning process, and probably should be avoided until you have at least 1,000 miles experience.

But even assuming you are up for it, depending on the dynamics, and number of riders, it will be necessary to pay greater heed to some fundamentals.

A truly organized ride is of necessity a tamer endeavor. Usually, the most experienced two riders will want to play leader and sweeper (the sweeper rides in last place to look out for stragglers). The leader sets the pace, but before even starting out, everyone in the group ought to do a few things to help make sure you all stay on the same page.

First, is everyone’s bike fueled up? Has each rider done a pre-ride check?

If you break down ten miles into it, you’ll put a damper on everyone’s day.

The leader’s job is to sets the rules. There is a variety of pretty standard hand signals, and it’s a good idea to have everyone agree up front on the ones you’ll be observing. This will minimize confusion.

Exchanging cell phone numbers with the leader is also advisable in the event someone gets lost or has a problem. If it’s possible to utilize an intercom between lead and sweep or others in the group, that also can help keep things together. Another good idea is sending out the route in advance via email with a GPS route attached. The directions could then be printed, and placed in a map holder on your tank, or other convenient location.

According to the Motorcycle Safety Foundation, a standard formation is staggered, giving everyone enough room to negotiate the road. The leader typically rides in the left third of the lane, followed by the next rider at least one second behind in the right third of the lane, and so on alternating and evenly at about one second intervals. In inclement weather, a larger space cushion is advisable. On narrow or curvy roads, a single-file formation is advisable with more space between bikes.

Groups larger than five to eight riders, while impressive to behold, are not always such a terrific idea. More riders mean more variables for someone to mess up. It also can be intimidating to motorists, and present difficulties in passing situations either for your group to pass a driver, or for motorists to pass you.

Larger groups can create other awkward or hazardous situations besides. For example, if a column of 20 motorcycles is dominating the right lane of a highway, a car driver in the left lane wanting to make a hasty exit may do something risky in trying to get off the road in time.

If you have many riders, breaking into more manageable sub-groups may be the way to go. Keep in mind, while there is strength in numbers, large groups do not have right of way or own the road in any sense.

Other standard procedures are, when exiting a highway or coming to a tollbooth, it’s recommended you go single file. Likewise, in corners, do not go side-by-side for obvious reasons.

When taking off from a light, your group should be fairly close together, but not too close. Each rider should go one after the other. All riders should not leave as a group at the exact same time, but in staggered formation. Leaving a light or stop sign as a single cluster may be illegal depending on local laws, and could get you a ticket.

Another pointer to help avoid some of the bad habits riders can get into when in a herd: When the lead rider correctly stops and goes from a stop sign, that does not mean he stopped for the riders near him. Each rider needs to do the same thing as an individual.

Whether at intersections, in the twisties, the highway, or no matter where you are, there is one cardinal rule when riding in a group of any size: always ride your own ride!

In short, exercising restraint, common sense and respecting everyone’s space helps create a rhythm, builds trust, and is part of the art of making this all work.

Pros and cons

As mentioned, group riding can elicit a good deal of ambivalence with experienced riders. To be blunt, some dislike group rides and recommend against them. Many have stories to tell where someone – even an otherwise highly experienced rider – screwed up and crashed, or took someone out.

No demographic is exempt from these stories either. Cruiser riders or tourists not minding their blind spots, or blithely cornering without leaving enough room for their fellow riders have forced others off the road, or collided.

Packs of sport riders pumped with testosterone are also known as a recipe for craziness. The temptation to use that rocket between your legs can lead you into doing all sorts of things you’d be less likely to do alone when your wits are fully with you.

Regardless what kind of bike you are on, if you find yourself with a sketchy crowd, or are tempted to get in over your head, you ought to just gracefully bow out and save it for another day.

On the positive side, if you can follow the program, and exercise restraint, the camaraderie and fun can add a whole other dimension to your life as a rider.

Another upside to riding with others is, if something goes wrong, you’ll have help readily available. Before starting out, each rider could agree to share resources. For example: one person carries a first-aid kit, another a flat repair kit, another could carry a full complement of tools and hopefully have knowledge of what to do with them, etc.

Picking your riding partners should be like picking your friends: Be selective, keep your wits with you at all times, and make sure it is win-win all the way around.

If you do that, then sharing the road can be safe and rewarding.

While some consider group riding good, and others consider it not so good, like a lot of other things in life, it really is what you make of it.

Jeff Cobb is the editor and publisher of Motorcycle Safety News. Comments, and questions can be directed to jeff@motorcyclesafetynews.com.

By Jeff Cobb
Motorcycle Safety News

Since the invention of the motorcycle, people have been drawn to them for a variety of reasons.

They are fun, fast, and give feelings of freedom and power. You can aggressively lean into corners, or just kick back. The experience is an open-air ride no car can come close to offering.

And for just about as long, marketers have been selling motorcycles based on these attributes, delivering up better and better machines. Riders too, have long recruited others, telling them how much fun and what a great lifestyle it is.

Nor is there any doubt. Riding can be a great activity – but it is not for everybody. Some people, if they in a moment of inner clarity would self evaluate, really ought to just say, “no thanks,” and forget motorcycling altogether.

According to the Motorcycle Safety Foundation, there are those who should stay off motorcycles for their own good.

This is according to the Motorcycle Safety Foundation (MSF), which in May published a Quick Tip sheet, titled “Should You Ride a Motorcycle?”

Yes, the organization sponsored by motorcycle manufacturers is saying there are those who should stay off motorcycles for their own good. The two-page sheet outlines several reasons that if ignored, could add up to trouble.

As it is, most of us know of people who refuse to ride because someone they cared for was injured or killed. And others have quit after they themselves were hurt, or had a close call, or an it-could-have-been-much-worse moment.

The MSF’s Director, Special Projects, Ken Glaser, said he promoted the Quick Tip sheet because the need is there. In corresponding with rider coaches in the MSF’s network of over 9,000 instructors, he said he periodically hears of certain rookies who showed up at a Basic RiderCourse (BRC) to get schooled. Back home, they’d tell the coach, they have an already purchased, not-yet-ridden motorcycle, in some cases, with price tags up to $20,000.

Their stories come up because these already invested people fail the course, or otherwise raise questions in the coaches’ minds as to whether they have what it takes to handle that big shiny machine just itching for its first ride.

The BRC is already considered a sort of go/no-go indicator. Glaser said some people have fun learning in the 101-level course, and others find it stimulating or easy. There are some though, who find it to be arduous and very stressful. People in this group may decide not to take up riding at that point. Others do just so-so, and may decide to soldier on anyway.

If you like to take chances can could endanger you or others, perhaps motorcycling isn’t for you.

Glaser said he hopes if a person bombs the BRC that they seriously consider whether they belong on a motorcycle, and are prepared to accept all the risks. Now, the MSF is adding to the message with 10 questions it hopes newbies will ask:

On top of the list is one question that could seem ironic. It is “Are you a higher risk taker than others you know?”

A lot of riders might say, “Of course I am, and that’s why I love to ride!”

But what it really means, Glaser said, is can you manage and assess risk? Or, for example, are you a loose canon behind the wheel of a car? Do you like to follow too closely, or take chances that could endanger you or others? Do you use a cell phone in traffic? Do you often feel road rage, or have a personality that otherwise doesn’t respect hazardous boundaries that would carry over to two-wheeled riding?

If so, you are not alone. Nor would you be the first to discover that a motorcycle is a lot less forgiving if you make a mistake. What you might have gotten away with in a car may cost you on a motorcycle.

A bike is balanced on two thin tires, and has no crash cage. If you fall, the only protection you might have is gear and a helmet.

If you think accidents only happen to other people, that also is a risky attitude.

Another couple of questions are, “Can you ride a bicycle?” and “Can you drive a stick shift car?” Both of these physical tasks require good eye-hand-foot coordination.

Having experience on a bicycle – or for that matter, a dirt bike or motor scooter – teaches you balance on two wheels. A dirt bike can also teach you to handle a high power-to-weight ratio on loose terrain, which can impart several skills useful for street riding.

If you can’t handle a manual transmission in a car, what makes you think you can handle it on a bike?

And as for manual transmissions, most motorcycles have them. If you can’t manage one in a car, you’ve just added to what you’ll need to learn on a motorcycle. If this seems like a big challenge, maybe an automatic transmission scooter would be better for you?

Also along the lines of basic physical competence is, “Do you see well?”

Seeing involves not just passing an eye exam, but depth perception, and spatial awareness, a finer ability that helps on the road. Can you catch a ball? Are you not too clumsy? Can you gauge speed and distance pretty well? Or are you one of the new breeds of drivers who pull out from side streets into traffic with only a few feet to spare?

As was recently covered, knowing your way around the workings of your machine doesn’t hurt either.

The MSF wants you to ask yourself, “Are you mechanically inclined?” If not, it could mean you’re not suited for a powered two-wheeler.

A couple more: “Are you safety minded?’ and “Do you respect machinery and other equipment that has risk?”

In with being safety minded, do you operate a vehicle under the influence of alcohol or other drugs? Do you think you are OK, or function even better after a drink or two? Some do, but the MSF isn’t one of them.

And, as another gauge of your risk management tendencies, do you take unnecessary chances with power tools or machines that require safety gear like eye, head or hand protection? If cavalier about these, how careful will you be on a motorcycle?

Riding in adverse conditions takes more caution and focus on a motorcycle than in a car.

Another one is, “Can you focus?” That is, can you consistently pay close attention to a task at hand for as long as you need to? This would be an ability that you’d want to merge with your good spatial awareness, and eye-hand-motor skills.

On a bike, you want to pay attention to what gear you are in, where you are in the power band, how hard you are leaned, what the pavement is like when you brake, what’s happening with traffic, etc.

There are many individual variables and operations in riding, and you have to synthesize them all, and remain mentally sharp. While some of this involves skills you can learn, ability to focus is a prerequisite.

The next question is, “Can you handle a car in an emergency?”

Depending on how you interpret this, it may only be partially applicable because the skills that transfer from proficient car driving to motorcycle riding include monitoring your surroundings in 360 degrees, and driving defensively.

What do not carry over are operational skills that can be developed only by actually riding a motorcycle.

It has been argued that a proficient motorcyclist has a broader and overlapping skill set to a car driver, and these skills transfer one way, but not necessarily the other.

That is, a great motorcyclist – who likely has some car driving experience – can usually handle a car very well. A great auto driver new to motorcycles, on the other hand, may not do nearly as well on a bike.

Why? One reason is if you can gauge braking and cornering traction well for two wheels, you can definitely do it on four. So how you approach handling your car in an emergency is important, but handling your bike in an emergency still involves learning new things you never have to think as much about in an automobile.

Lastly, “Are you willing to invest some time in learning to ride the right way before hopping on a bike?”

This is a pitch for taking the BRC, which is a good idea. Or you could seek independent rider training as well.

If you are a newbie, think seriously whether you are ready to commit to all the risks, and get the training needed to do it right. And if you are an experienced rider, and you know someone interested in motorcycling, you could help him or her decide whether to even begin the process of getting involved.

Jeff Cobb is the editor and publisher of Motorcycle Safety News. Comments and questions can be directed to jeff@motorcyclesafetynews.com.

As written for Motorcycle.com.

By Jeff Cobb
Motorcycle Safety News

Motorcycles can be a great way to commute, transport smaller stuff from point A to B, or travel, sightsee and tour.

Depending on how much you carry, however, added weight can affect wear and tear on the whole bike, including suspension, tires, drive train, and brakes. It can also affect how well you can brake, corner, and of course, accelerate.

The more you pile on, the more you need to pay attention to where you place heavier items, how you attach them, and what the added ballast placed in various spots on your bike does to handling and control.

Following are some pointers to keep in mind, whether you are carrying the least or the most:

Keeping It Light

Make sure your tie downs can’t come loose. You don’t want a bungee wrapped around your wheel.

If you are only taking home a small bag from the store bungee netted or corded to the passenger seat, at least make sure these tie downs cannot come loose.

Not only is it easy to lose things off the back, a dangling bungee can become a major hazard. Some people hesitate even recommending stretch cords at all, because riders have been wacked in the face by a recoiling bungee hook, and even worse, others have gotten them spooled up in a wheel.

If you have doubts, use a tank bag, tail pack, or the like.

A knapsack can work too, but think about what you put in it. While small backpacks – and waist packs, messenger bags, etc. – are convenient, if you put bulky, hard objects in them, those items could be crunched into you if you went down.

On the other hand, a backpack could add protection just like a spine protector would, if you carry softer objects, or broad, flat ones like a book.

And as a side note, always think about what you have riding on your body. A cell phone in a pants pocket or on a belt clip, for example, could be smashed if you fell, just when you need to call 9-1-1. Any hard object like a tool stashed in a pocket, could potentially do damage. Never carry items inline with your spine.

Balancing Act

Try to distribute the weight evenly when loading up your bike.

If you want to really load up your bike, a rule of thumb is to try to keep the bike’s weight distribution proportionally close to what it is when un-laden.

As it is, there are all sorts of bags made that can be placed front to rear, be it on the forks (not a great idea if it could affect steering) to a sissy bar, if you have one.

If you overload a single bag, though, it’s easy to upset balance, as many riders have found out. For example, a heavy bag on the rear of a powerful bike could make it wheelie prone, or at least make it wallow in the corners.

On short wheelbase sportbikes especially, heavy tail packs, saddlebags, or even passengers can make them more likely to wheelie.

This should tell you that the situation is compromised, and you might want to think of ways to even up the weight distribution.

One way to help restore closer-to-original mass centralization is to place heaviest items in a tank bag if you can with your kind of bike.

At the very least – for any bike – you will need to crank up your rear suspension settings, and understand that in corners, more weight is pushing the back tire.

Adding weight can have an effect not just front-to-back, but it’s also possible to affect balance left-to-right with very unevenly loaded saddlebags, and how high you place weight above the center of gravity matters too.

A Heavier Subject

Be sure to find out exactly how much weight your bike can carry before you load it up.

The Gross Vehicle Weight Rating (GVWR) is the recommended maximum you can carry, and includes the weight of the bike, plus everything on it.

To determine how much the manufacturer says you can safely carry, take the bike’s wet weight (full of fluids), and subtract it from the GVWR.

So, say after subtracting the weight of the bike, you find it can carry 380 pounds (172 kilograms). This would include you and a passenger, if any. If you weigh 180 pounds (82 kilograms), and your passenger weighs 140 pounds (64 kilograms), you can try to put an extra 60 pounds (27 kilograms) on the bike.

If your VIN plate and owners’ manual don’t list your GVWR, you can ask your dealer, or call the manufacturer’s toll free customer service line.

Another weight load parameter is Gross Axle Weight Rating (GAWR). This refers to the maximum weight you can put on the front axle and rear axle.

A little advice: If you are taking a long trip, and have enough stuff to more than max out your safe carrying capacity, either leave some of it at home, or think about shipping it. Your bike will thank you, you’ll enjoy the ride better, and also have a better chance of getting there.

Rolling Along

The tires’ maximum loading capacity and pressure are marked on the sidewall. Underinflated tires effectively reduce carrying capacity, so when adding weight, make sure they are fully inflated.

Air should be installed “cold,” as it would be first thing in the morning before riding. A pressure reading on a tire you’ve been riding on will be higher. Having your own known-good pressure gauge also helps.

Packing It All In

Hard bags can be a little pricier, but your goods will be safer and better protected from the elements.

Obviously some bikes are more suited to loading up than others. Touring bikes and big cruisers with hard bags are practically turnkey ready to head coast to coast.

Standard motorcycles, dual-purpose types and sportbikes may not be as ready, but they can be made ready with soft or hard luggage, depending on your ambition, preferences, and discretionary funds.

Hard bags are sturdier and more watertight, but take a bigger commitment.

Only a few manufacturers offer soft bags that are 100 percent waterproof. Others offer rain covers, but these define compromise: They take up space except when in use, tend to eventually leak, may not fit when the bag is stuffed, interfere with bag access when they are on, and can blow off and be lost.

One trick to making sure your camera and clothes or whatever else doesn’t get wet is to use dry bags such as kayakers use. These have a roll top closure and are designed to keep gear dry as toast even if dropped in a river. They come in various types and sizes, and fit nicely in motorcycle bags.

Getting Hitched

As previously covered, there is a whole submarket out there for trailers that larger bikes can pull. Some people say, “You don’t even know it’s there” when traveling with a well-fitted trailer.

Outfitters offer hitches that bolt to the bike, and trailers come with one or two wheels, and can carry a bunch of extra gear. Others are designed as haulers for pets as large as a Saint Bernard, or as little pop-up campers.

Most manufacturers don’t recommend adding a trailer hitch to a motorcycle. Doing so may void your warranty.

What do Honda, Kawasaki, Yamaha, Suzuki and Harley-Davidson say about all this though?

They say if you do it, you are on your own. None of them test any of their bikes or approve them for pulling a trailer.

According to Tim Rice, a customer analyst for Kawasaki, even a full-size tourer is engineered more like a sports car than a pickup truck.

“When you buy an F-150 it has a certain tow rating,” Rice said, “ours have zero tow rating.”

He talked about having to deal with customers who called to complain after their dealers refused warranty coverage because they found bolt holes from which a trailer hitch had been hastily removed.

Further, if a person did load a trailer heavily enough, regardless of what it may or may not do to the bike, all that weight behind you could hit you in a crash, or pull the bike off course in a worst-case scenario.

If you think this is all baloney, that’s fine too. There are many manufacturers and sellers ready to help you on your trailer-towing way, but remember the bike was not designed for what you may want to do.

Conclusion

Every bike is different, so you’ll want to learn the ins and outs of what you can do, and what others have already done with your kind of bike.

There are a lot of different ways to carry things, but it also helps to understand basic principles and only do what you are sure is a good idea.

Jeff Cobb is the editor and publisher of Motorcycle Safety News. Comments and questions can be directed to jeff@motorcyclesafetynews.com.

As originally published in Motorcycle.com.

By Jeff Cobb
Motorcycle Safety News

Whether you have decades of experience or are a newbie, it pays to realistically size up this activity called “riding a motorcycle,” and to look at yourself as a lifelong learner.

There are approximately 2,500 skills required to ride a motorcycle. If you have not been riding for a while, it’s important to ease into it – reacquainting yourself with your bike, the road, traffic, and how they all work together.

And even if you have been riding lately, no one is ever so good that they can never make a mistake, especially with conditions as they are today.

American motorcycle and scooter riders must now mix it up with more drivers on the road than ever. And too often these motorists are busy, distracted, and typically driving bigger, heavier cars.

A light-colored helmet makes you more visible to drivers.

And do you know what? To the average driver, you on your motorcycle or scooter may be “invisible.” Forty to 75 percent of all motorcycle crashes involve a motorist turning left in front of the rider. They may tell the police afterward, “I never saw him.”

According to the Motorcycle Safety Foundation’s director of special projects, Ken Glaser, you should wear light-colored clothes made for safety, a light-colored helmet, and even then, pretend they still don’t see you.

“Drivers only see what they expect to see, Glaser said. “If they expect to see only a car, or an SUV or a truck, they will literally look right past the motorcycle.”

While you deserve to be respected, and you have rights, never take them for granted. It’s not personal; unfortunately, it’s a reality of the road for riders.

Accepting these and other facts is part of the game. Good riders who avoid trouble never forget that ultimately the one most responsible for keeping you upright and on your way is you!

Be proactive: When you ride you should use your mirrors and even then visually check before changing lanes.

You need to be aware of a 360 degree area and continually size up other vehicles, other risks, stay focused, be smart – and then you can learn to relax some too, and have fun on your bike without becoming a statistic.

Since a low point in 1997, for the last 10 years, the American motorcycle safety record has been getting worse even when factored for increased registrations.

Per vehicle miles traveled in 2006, motorcyclists were about 35 times more likely than passenger car occupants to die in a traffic crash, and eight times more likely to be injured.

A shocking amount of people killed on motorcycles were riding without a valid license.

Do you have a valid motorcycle license?

In 2007, one out of four (26 percent) of riders in fatal crashes were riding with an invalid license.

Do you ever ride to the bar?

Forty-one percent of riders who died in single-vehicle crashes in 2007 had blood alcohol levels of .08 grams/deciliter or higher (they were legally drunk).

How well do you know your bike? If it is new, it takes time and miles to get really comfortable with it. Do you regularly inspect your tires and your bike’s condition? Do you know how?

Realize that you only have two tires with tiny contact patches, and the skills needed to safely operate a motorcycle are not automatically inherited from any automobile experience you may have.

In fact, the MSF says any experience you might have from riding a bicycle or dirt bike is more valuable than automotive experience when it comes to handling a road motorcycle or scooter.

“What we tell people is a motorcycle is more a skill of the eyes and minds than the hands and the feet,” Glaser said.

Brushing up on your motorcycle skills after a long break is a very good idea.

Whether your bike is lightweight, or big and powerful, how well can you handle it? How well can you corner? How well would you do if you got caught in the rain? How good are you with the brakes? What would you do in a panic situation?

While everyone knows how to make a bike go, it is more important to be an expert at making the bike stop.

At least 70 percent of your braking is done with the front brake. Under severe conditions, this can be over 90 percent. Using the front and rear brakes together to near the point of lock-up is a skill every rider needs to know.

No matter how experienced you are, the best riders take time out to practice skills as needed – preferably in a secluded area like a parking lot.

Learning to corner and brake on different pavement types separates the shaky rider from the smoother, safer rider.

If you want someone to coach you – highly recommended – look into a rider safety course. For info, you can contact the MSF at 800-446-9227 or http://www.msf-usa.org/. Or, for other courses, try a Web search with keywords: “motorcycle rider training” plus the name of your area.

Jeff Cobb is the editor and publisher of Motorcycle Safety News. Comments, and questions can be directed to jeff@motorcyclesafetynews.com.

As originally published in Motorcycle.com.

By Jeff Cobb
Motorcycle Safety News

Are you and your motorcycle insured well enough to satisfy your state’s legal guidelines, as well as your own risk tolerance? You owe it to yourself and those who care about you to be sure you are up to date.

It may  be worth it to shop around. Rates can vary, and different insurance companies may offer superior service, coverage, discounts, or simply a lower premium.

When you ask for price quotes from different companies, it is important to provide the same information to each so you are comparing apples-to-apples. To quote you an accurate rate, each company will typically ask the following: marital status, age, where you live, the year/make/model of your bike, your driver’s license number, Social Security numbers, and the coverages and limits you want.

Insurance companies calculate your premium based on what their underwriters estimate it will cost them to assume the financial responsibility for any potential claims.

Some key definitions:

Liability Insurance

Most states require you to at least have liability coverage.

Although variable by state, liability insurance consists of some or all of the following:

Do you have adequate coverage for you and your motorcycle?

Bodily Injury and Property Damage (BIPD): This covers your legal liability where a crash causes injury to another person or damage to another person’s property.

Uninsured/Underinsured Motorist (UM/UIM): While considered a component of liability coverage, UM/UIM is optional in some states, and mandatory in most states. It covers you in the event another person causes an accident with you and is not insured, or his or her insurance doesn’t pay enough for your expenses, including medical payments and lost wages. UM/UIM coverage is intended to make up the difference between the at-fault person’s liability limits and the amount of your expenses.

Medical payments: This component of liability insurance is optional in most states. It pays for necessary medical care you receive as the result of a motorcycle accident, regardless who is at fault. In some states, this coverage only applies after other medical insurance is exhausted.

With liability insurance, there are certain minimums required, and you can elect to raise coverage, or set limits when you sign up for the policy. “Limits” are the maximum amount your insurance company will pay under your BIPD coverage. For example, limits of 50/100/25 mean:

Maximum to be paid per person for Bodily Injury is $50,000.
Maximum to be paid per accident for Bodily Injury is $100,000.
Maximum to be paid per accident for Property Damage is $25,000.

“Full Coverage” Insurance

If you own your motorcycle outright, the following coverages are usually optional. If you financed it, you may be required to carry coverage over and above liability insurance.

Coverages vary by insurer, but usually include:

If you’ve added any aftermarket accessories to your ride, consider adding them to your coverage.

Comprehensive and Collision: Typically pays for repair or replacement of your motorcycle if it is damaged, regardless of who is at fault. Comprehensive covers your bike if it is stolen or damaged by fire, vandalism or the like. Collision typically pays for damage to your bike if you have an accident with another vehicle or object.

Custom Parts and Accessories: When you purchase physical damage coverage, most insurance companies also provide coverage of at least $1,000 for custom parts and accessories. If this of interest to you, check with companies to determine what they offer.

Roadside Assistance: Typically pays for towing to the nearest qualified repair facility and necessary labor at the place of the disablement when your motorcycle is disabled within 100 feet of the roadway due to mechanical breakdown, discharged battery, flat tire, insufficient gasoline, oil, water or other fluids, or (if applicable) getting stuck in snow, mud, water or sand.

A few tips:

Make sure your policy is up to date before you start riding in the spring.

Before riding, make sure your policy is up to date

Are all your coverages still in force? If you had your bike’s coverages restricted by a winter layaway, if applicable, you will want to call your insurance company to verify you are OK to ride once the weather is clear.

Also make sure to inform the insurance company if you have had any changes in your status, such as additional riders or a new address where you keep the bike.

Think about increasing your liability coverage limits

It may be smart to carry a higher limit if you have significant net worth. If you are involved in an accident with anyone or you damage property, you may be subject to liability. In today’s litigious environment, you will want to be covered.

Consider adding coverage for medical payments to your policy.

In most states, you can buy coverage limits up to $25,000 to pay medical bills for you and your passenger, if applicable.

Be sure aftermarket or custom equipment is covered

Do you have a cool paint job, additional installed accessories, chromed items, aftermarket wheels, or the like? Let your insurance company know, or you may only be entitled to replacement for a stock bike although you may have significantly more cash invested. Your agent can let you know you are covered, but do not take it for granted.

Select your deductibles

If you are covered for comprehensive and collision, you may consider raising your deductibles to reduce your rate. This is usually a judgment call on your part. If the decreased premium is worth the savings, go for it. If it only lowers your premium a little, you may want to leave the deductibles lower, especially if you suspect one day you might use your coverage.

Jeff Cobb is the editor and publisher of Motorcycle Safety News. Comments, and questions can be directed to jeff@motorcyclesafetynews.com.

Note: As originally written for Motorcycle.com

By Jeff Cobb
Motorcycle Safety News

There was a time when being a motorcyclist also meant being a mechanic – or at least being mechanically inclined.

Far better designs and production quality have made modern motorcycles pretty reliable. Numerous fail-safe features and improved technologies make it theoretically less likely that a malfunction could put you down, but this does not mean it’s now OK to disregard all caution.

Getting to know your bike as well as you can still makes a lot of sense. Learning how things work and what systems or components need the most attention will at least reduce your bike’s chances of a premature failure and could also prevent a crash.

There is also something to be said for a properly functioning, well-maintained machine. Riders who take better care of their bikes benefit from a more precisely operating motorcycle, and this improves the quality of the whole experience.

A safety inspection – if required in your state – is really just a baseline. Many items need regular inspection, cleaning, lubricating, adjusting, or replacing. Acquainting yourself with the maintenance schedule in your motorcycle operator’s manual (MOM) is also just a starting point.

You don’t have to be a mechanic to ride, but knowing about how your bike works is important.

Following are some things to consider, as loosely derived from the Motorcycle Safety Foundation’s “T-CLOCS” inspection checklist.

The MSF recommends you inspect immediately before a ride, but keep in mind that if you wait until minutes before that Sunday morning trip and only then find a problem, your day could be over before it starts. Checking after a ride or well before your next one is the preferred time to look things over. Rechecking just before heading out would also be advisable.

Some of these inspections will be easier if you have a suitable front and/or rear maintenance stand (if your bike has no center stand).

Tires

As many a rider could tell you, you can install a new tire and have to immediately replace it. How? By picking up a nail, screw, or other piece of metal is a common way. A puncturing piece can hold air in so you may not immediately know anything is wrong unless you see it. However, if you have a blowout, you’ll be sorry you didn’t check.

Proper tire care is important for safe riding.

Catching the metal in a tire before any damage is done could prevent having to repair or replace the tire at all.

Regularly rolling the tires and inspecting them may be the single most important check you do. Being able to identify worn treads or wearing patterns in them is also a prerequisite to your safety and control.

A rear tire can be ready for replacement before it is down to the wear bar if you have done burn-outs, hard launches, or lots of wheelies. Squared off tires can be ridden, but they are not ideal. As for the front tire, practicing hard braking – especially with big sportbikes with soft compound tires – while otherwise recommended, is also a sure way to cup or feather the front tire’s center tread area, and prematurely wear it out.

Knowing what cold pressure to set tires to is also important, as is checking it at least weekly. The MOM will tell you about the original tires, and the tire manufacturer is the best info source for aftermarket tires. Not all pressure gauges are accurate either. And as a precision instrument, if you drop a dial gauge, for example, it can affect the calibration.

Wheels

Slamming a pothole or steep driveway lip or anything else can dent or crack wheels. Don’t take them for granted. A good time to look them over is if you regularly clean them. Lifting the wheels off the ground, and inspecting bearings for tight seals, proper adjustment and operation (smooth, quiet, no side-to-side slop) is also recommended.

Suspension

Learn to adjust your motorcycle suspension to fit your needs.

Do you know how to adjust sag, rebound and compression damping? These affect how you control the bike and how fun it is to ride. There are a few methods out there, and usually involve a buddy or two helping you take measurements while you sit on the bike.

Oil and coolant

How’s the engine oil level? If the bike is liquid-cooled, how’s the coolant? Do you change the fluid on time?

Have you done enough research on the best oil for your needs, and longevity of your bike? We are not going to touch the hot ongoing debate over “the best” oil or lubrication issues here, but you should still ask around, read, and be sure of your decision.

Critical fasteners and plugs

Even if you have all your work done at a shop, if you are unfamiliar with their work it does not hurt to recheck tightness on critical components if they serviced them, especially the oil drain plug, axle nuts, front axle pinch bolts, brake caliper retaining hardware, and shaft drive drain bolts. Otherwise, you should be sure these items are tightened to spec. If any fasteners normally use retaining clips or cotter pins make sure they are in place.

Hand and foot controls

Properly adjusted levers can optimize performance and control.

A snapped clutch cable can make getting home kind of tough. An out-of-adjustment throttle cable – assuming you don’t have fly-by-wire – makes for less precise control. The molded ball ends on levers are there so you don’t skewer yourself in any situation. Lubing control cables and making sure they are not frayed and are properly adjusted is part of bike ownership.

The levers and pedals can also be positioned and adjusted for optimal performance and control.

Brake system

Brake lines should be replaced when the manufacturer says they should. Yes, they can last twice as long, but why take a chance?

Do you know how to look at brake pads and see what shape they are in? Brake fluid level should be to spec, and changed on schedule.

When you need to replace components you might want to look into upgrading to a higher quality aftermarket stainless or Kevlar brake line if the bike did not come with them. Adding higher friction pads for improved stopping is another option. This is not saying original equipment is bad, but there may be better choices too, and brakes – especially the front – are never something to skimp on.

Electrical

Is your brake light working, and does it come on when you want it to for both brakes? How about your signals or running lights? If you run accessories or extra lights do you know the output of your charging system?

While on the subject, if you use devices like Bluetooth, GPS, CBs and the like, are these items excessively distracting you? According to Dennis Martin, owner of Martin Motorsports, a multi-brand dealership in Boyertown, Pa., about 40 miles outside of Philadelphia, “this is well documented with cars but nobody knows how it is affecting motorcyclists.”

Overall

Riding a motorcycle is ideally a more personal and involved experience. If you ride a cruiser, sportbike, dual purpose, or tourer, there are issues particular to your bike beyond the general ones touched on here.

For example, do you know how much fuel your bike holds, and how many miles per gallon you can expect with easy riding versus hard charging? How far can you go on reserve before you run out of gas? If you don’t want to be stranded some day this is good to know.

Ignorance is not bliss. One MSF-certified instructor recently recalled a conversation with someone who’d been riding for 20 years who told him his bike weighed 1,100 pounds. Turns out this rider had looked at the gross vehicle weight rating (bike weight plus max carrying capacity), and had it in his mind that this was what his bike weighed.

To get the most of your riding experience, it’s important to be familiar with your bike.

Another rider told him that because he takes off for months in the winter, he has to “re-learn” to ride each spring. With reliable electrically heated clothing and other great winter gear readily available, some might want to think about at least some riding year-round. You won’t get as out-of-practice that way, and if it can be made comfortable and safe, why not?

The idea is to keep learning. Being proactive in seeking out what you need to know, taking refresher courses or self-teaching to stay sharp, and interacting with other knowledgeable riders are good ways to continually improve.

Jeff Cobb is the editor and publisher of Motorcycle Safety News. Comments, and questions can be directed to jeff@motorcyclesafetynews.com.