The importance of a motorcycle safety check-over can never be stressed enough. Not enough riders are aware of how to perform a proper inspection or when to do it. There are two types of safety checks that I recommend. The daily and the bi-weekly check over.

The daily check over is the inspection you give your motorcycle prior to each ride. Before you get on your bike, start with a walkaround inspection. Visually scan the motorcycle for anything out of place. Look for missing hardware, loose components, or broken lenses. This might sound silly, but items frequently loosen and break due to a motorcycles' vibrations. Are the tires visibly low on air? Are there any obstructions in or around the wheels? During the walkaround I always like to squat for a second at each wheel. I consider the tires, wheels, brakes and drivetrain to be the most important parts to check and like to get a closer look at each. Once the walkaround is complete, check the fuel level, and your motorcycle's safety equipment. This should include all lights, switches, turn signals, and horn. Adjust your mirrors, helmet and eye protection. If you have completed all of this you're ready to ride. If you complete this before every ride, you are helping to insure that every ride is a safe ride.

The bi-weekly check over is recommended for the normal daily rider. If you ride more or less, adjust your intervals accordingly. The purpose of this inspection is to monitor normal wear items that may expire or need adjustment between regular services. The most common components are the tires, brakes, drive train, battery and engine oil. Most owners manuals have instructions for checking and adjusting each of these items. If yours doesn't or you need further information purchase a repair manual, a valuable resource for any motorcyclist.

You already visually check your tires before each ride, but now is when you check and adjust the pressures. Use a good quality gauge and while you are down there, look closely for any cracking or bulges. Take note of the remaining tread depth.

Motorcycle brake pads are designed to last as long as normal service intervals. The reality is, the rate of wear depends more on riding style and conditions than a set mileage. It is imperative that they be checked regularly between normal service intervals. For this, grab a bright flashlight and consult your manual for wear specifications.

The typical motorcycle drive train consists of a chain and two sprockets. The sprockets rarely fail between services, but the chain is constantly stretching and in need of lubrication. The motorcycle needs to have it's rear wheel off the ground to properly lube and adjust the chain. With a centerstand or rear stand, a few tools and proper specs., any motorcyclist should be able to service their own chain. In doing this, the life of the chain and sprockets will greatly increase while the chances of failure will decrease.

Most riders assume that their motorcycle charging system maintains the battery sufficiently. Ideally this is true, but its not always the case. The majority of battery usage occurs when starting your motorcycle. Short trips may not always allow your battery enough time to fully recharge. Add in a few accessories like a radio, heated vest or a GPS and your battery may always be lagging. If you are not regularly plugging your motorcycle into a battery tender, consider giving it a charge at this bi-weekly inspection.

All motorcycles consume oil at slightly different rates. It is important to keep an eye on the level. Consult your owners manual for the proper checking procedure. This can vary widely between models.

Finally, make sure you pass inspection as well. Is all of your riding gear in good shape? Is your vehicle registration up to date and your insurance policy current? Proper preparation and a little preventive maintenance can go far in increasing the safety and enjoyment of riding your motorcycle.

Many motorcyclists find themselves with new dilemmas that they have probably never experienced in the past. One of these is trying to tie down their bike which allows them to transport their expensive motorcycle safely. However, there are only a few tried and true methods to make sure a motorcycle can be transported without any issues.

Here is a list of basic equipment needed for securing a motorcycle for transportation/hauling: (4) high strength/good quality ratchet straps (2) ratchets and (2) cam buckle straps will do, however the preferred method is via (4) ratchet straps), and (4) soft loops. (Soft loops are special straps that keep the hooks of your cam/ratchet straps away from your bike to prevent scratching during the trip.)

Please note, when purchasing your straps please pay close attention to buckle section as it should be a nice strong metal with the preferred tooth style strap gripping plate. Now that you have the required items begin the tie-down process as outlined below.

Step 1: Once bike is in the truck or trailer, wrap soft loop around base of Left handle bar and place hook end of strap through soft loop and secure other hook of strap to secure spot in truck or trailer, pull slack out of strap and ratchet a few times, repeat for Right handle bar.

Step 2: Once both Ratchet straps are in place, tighten each snugly so that bike will sit in the upright position on its own. BE SURE TO NOT COMPRESS THE FRONT FORKS, SERIOUS DAMAGE MAY OCCUR TO SUSPENSION OF BIKE (see owners manual).

Step 3: Now for the rear of the bike. Find a stable member of the bike and wrap soft loop around and secure in same fashion as front (because each bike is a little different there is not just one specific spot to wrap the soft loop.)

Step 4: Periodically check tightness and condition of straps and load before and during trip, to ensure stability.

Step 5 Optional: The use of a wheel chock is a great security feature for your bike. If you choose to use one position straps so that they are pulling the bike in the forward position against the wheel chock.

DD motorcycle exhausts are very popular aftermarket exhausts with many bikers. D&D was started in 1972 by David Rash after he made an exhaust for his own bike. Well, 30+ years later, the technology has greatly improved, but the basic idea remains--the D&D exhaust is a high quality, high performance exhaust.

DD motorcycle exhausts have 3 main components:
1. First, you have the headpipe, which bolts to the head and funnels all the gases out of the engine. That empties into...
2. The midpipe: this is where design is very critical for maximum flow.
3. Finally, you have the silencer, which muffles the sound and sparks. D&D offers several types and styles of silencers to suit individual needs.

Typically, an aftermarket motorcycle exhaust is an easy and affordable way to get improved performance from your bike. In addition to performance, you also get a look and sound that makes your bike unique.
Some things you should consider before buying a DD motorcycle exhaust:
o How the exhaust mounting system is going to affect the rear footpegs. Some systems require their removal, which means no more riding with a passenger.
o Performance: the thought of bolting on a no-name, big-bore motorcycle exhaust might sound good, but if the exhaust wasn't tested and tuned, chances are you'll actually hurt your horsepower. Try to get a dyno sheet on a particular exhaust that compares stock to the new exhaust to make sure you're getting extra horses for your money.
o Check your carb jetting. It may sound odd, but the carbs are jetted to work with the stock exhaust, so when you change the exhaust, the carb should be adjusted accordingly. Most shops can do this inexpensively, so don't skimp on this step.

Motorcycle track days have become wildly popular events, allowing motorcyclists to ride their motorcycles to the limits in a controlled environment. This is much safer than carving up the local public roads, but it takes the effort of the participants and track day organizers to insure that each track day is as safe as possible. Everyone involved should be aware of their responsibilities regarding rider and motorcycle preparation.

Regarding rider preparation, all track days require the same basic personal safety gear. Leather motorcycle suit, proper motorcycle helmet, gauntlet gloves and boots that cover the ankles. Most track day organizers will examine each participant’s gear and helmet when they check in. Proper rider safety, however, is ultimately the responsibility of each rider. One thing that’s hard for track day organizers to examine is the mental and physical fitness of each rider.

The morning rider briefing should make mention of rider fitness, but it’s up to everyone to monitor their own condition at all times throughout the day.

•Get plenty of sleep the night before and eat a good breakfast in the morning.

•Riding a motorcycle on the track is physically demanding. Stretch in the morning to warm up.

•Riding a motorcycle on the track is mentally demanding as well. Focus on the task at hand.

•When you aren’t on the track stay in the shade and get some rest, even catch a nap during lunch.

•Don’t feel like you have to ride in all of your sessions. By the end of the day, those twenty minute sessions will have added up to two hours on the track.

Fatigue and dehydration are leading causes of track day accidents. Stay alert and aware of your condition at all times. Don’t ride beyond your abilities and pull in early if you feel tired or begin making mistakes.

Proper rider preparation is key to a safe and enjoyable track day. Track day motorcycle preparation is just as important. Check back soon for Part II about properly preparing your motorcycle for the track.

Discussing intuition doesn't sound very scientific, but I’ll bet that a lot of veteran riders will agree that developing a good sense of when to trust your instincts is an integral part staying safer out there.

As a newer ride, I first bought a Honda 250 to learn on. It was a perfect starter bike—small, easy to ride, confidence inspiring. And I rode it a lot.

One summer afternoon, I convinced the bosses that it was a crime for me to remain at work any longer that day. After pleading my case and counting the number of Saturdays I’d logged over the winter, they sprung me, and at 2:00 pm I headed out for a nice long ride along the shores of Lake Ontario.

Everything was perfect: the sun was high and warm, the lake kept the temperature at a very pleasant 80 degrees. Traffic was light, and I settled into a very comfortable ride, enjoying the speed and the scenery and the feeling that I was getting to play hooky for the afternoon.

My trip out was uneventful. I hit the little town of Sodus, NY, and got purposely lost on the many back roads around the little town until I managed to find my way back there by dinner time. After a enjoying great burger on a deck overlooking the bay I decided to head back for home.

I took a slightly different route back, not wanting to bore myself with the same ride home as I had taken out. This route hit several more small towns and villages than my ride out, so, of course, there were many more stop lights and intersections to be handled.

About three quarters of the way home I ended up missing second gear after taking off from a stoplight not just once but three separate times. Sure I was a newer rider, but even I could manage to shift from 1st to 2nd with reasonable ease. Something just wasn’t right.

But I got through most of the other stops without trouble, so I paid no attention to my gut and kept riding.

However, a few stoplights from home I was forced to pay attention to my gut. I attempted to downshift as I approached a light, and panicked more than just a little when I couldn’t find the shifter. I quickly realized it had come detached from the bike! Luckily there was no one in front or behind me, and I could simply slow down, stop, and walk the bike to the side of the road.

Had I listened to my gut earlier, I would have pulled over and inspected the bike. Missing those shifts was weird, and caused my instincts to prickle. I thought the shifter felt a little funny, but I just pressed on anyway. If I had pulled over, I would have noticed that one of the bolts that attaches the shifter to the frame was starting to work itself loose. My little Honda 250 buzzed like a swarm of angry bees at speeds above 60 mph. After several hours of that kind of workout my hands and feet would go numb from the vibration. The 250 was not meant to be a touring bike. And just as I was being jostled and vibrated, so was every component on the bike. Nuts and bolts were literally working themselves loose, and my shifter was the first (and luckily, last) thing to go.

My missing shifter was what it took for me to listen to the voices that were saying “Something is wrong. Pull over.” I should have listened way sooner, and I’m glad I get to tell this story and not one that involves something more serious, like crashing.

Other riders report times when they simply abandon a ride because “they just don’t feel right” about it. I myself have since done the same thing. Not because anything concrete presented itself, but just because my gut said “Go home.”

Suffice it to say I listen to my inner voice more now. I’ve learned to trust my instincts not just when they tell me something is wrong, but also when they tell me everything is fine, too.