Taking A Motorcycle On Your Camping Trip



By Gray Rollins

Traveling across the country on a motorcycle can be exhilarating. You have a greater sense of your environment and immediate surroundings on a motorcycle and can have a sense of freedom when riding. It’s a wonderful way to explore the countryside. Camping with your motorcycle though, takes some planning and adjustments from other, more traditional forms of camping.

Because you won’t have as much space on a motorcycle as with a car, you have to pack lightly and include only the essentials. This is easier then it sounds, but will take some planning. Make sure you choose items to take with you that are small and have multiple uses. A good multi-tool knife is great and will allow you to do repairs and maintenance, cooking and preparing.

Take a small bag for personal items and choose travel size bottles of everything needed. These are readily available at discount and grocery stores and will help save storage room. Use saddle bags for storing food, clothing and personal gear. You’ll have to economize, so be prepared to wear the same clothing several times. Take re-closable plastic storage bags or plastic trash bags for disposing of items and for storing dirty clothes.

You should have ample room in your saddlebags and the glove compartment for small items. For sleeping and camping equipment, use the luggage rack or passenger seat, and secure these items with bungee cords. Make sure to bring compact equipment that can tightly fold or roll up. You should easily be able to store a collapsible tent and sleeping bag. You can even add a sleeping mat for added comfort.

If you intend to cook while camping out, pack only what you’ll need. Look for camping recipes that require only one pot. There are many available and this will help conserve space. You can get eating utensils to store in a saddle bag. These do not take up much space.

For safety, make sure your motorcycle is serviced and in good working condition before embarking on a trip. Chart your route so you know where gas stations and restaurants are on your route. These can be valuable in restocking food supplies and in emergency situations. Keep a map and compass handy so you don’t get lost on the road or while camping.

You may not be able to camp in the lap of luxury when you bring your motorcycle, but it will be a fun experience. Your motorcycle has ample room to store the necessities, and if you can accept sleeping outdoors and only packing essentials, this can be a highly rewarding experience. Having a motorcycle available also gives you a lot more flexibility in traveling in and out of campsites. It is easy to pack all your gear and leave or go on a short sight seeing trip.

Gray Rollins is a featured writer for www.DreamCamping.com. To learn more about motorcycling camping trips, and other camping information, visit us. Article Source: http://www.articlerich.com

The Truth about Drinking and Riding

While no one will publicly declare alcohol consumption and motorcycling are OK, there remain definite problems in a culture offering mixed messages.

Despite campaigns to raise awareness that drinking and riding don’t mix, the incentive to consume alcohol and ride a motorcycle has done anything but gone away.

Included in the allure is a sometimes quietly accepted, revenue-generating subculture enabling such behaviors as riding to the bar, or bar hopping, or participating in massive regional rider festivals where drink (and sometimes drugs) are plentiful.

Or, it could be simply individuals who ride after drinking for their own reasons.

To be fair, some more progressive and safety-minded motorcycle clubs have a rule that no alcohol may be consumed until the side stands are down for the night.

But even so, drinking and riding is more than a blip on the radar screen for transportation safety officials. About 46 percent of riders killed in accidents, according to the Motorcycle Safety Foundation (MSF), have alcohol in their system at the time of their death.

According to the National Highway Traffic Safety Administration (NHTSA), motorcyclists involved in fatal crashes are 2.5 times more likely to have consumed alcohol than passenger vehicle drivers.

In 2007, the number of alcohol-impaired motorcyclists in fatal crashes increased by 10 percent while the number of alcohol-impaired drivers of passenger cars declined 6 percent.

NHTSA defines “alcohol impaired” for vehicle operators over 21 with Blood Alcohol Content (BAC) measured over the 50-state legal limit of 0.08 grams/deciliter.

As in previous years, the 2007 analysis of motorcycle riders and passenger vehicle drivers killed showed about 83 percent of the alcohol-impaired accident fatalities were males.

Recreational riding and recreational drugs, unfortunately, may be seen as compatible, including by those already predisposed to have alcohol problems.

According to Kelley Tway, media relations manager for Mothers Against Drunk Driving (MADD), drinking and driving for car and motorcycle operators is habitual. Tway said first offenders surveyed after being arrested for drunk driving anonymously admitted they had gotten away with drinking and driving an average 87 times prior to being caught.

The statistically worst time periods for those who drink and ride are nights and weekends. These are when the bulk of the crashes happen. In 2007, about 57 percent of alcohol-impaired operators (motorcycle and car) were killed in weekend crashes. Most died between 6 p.m. and 9 p.m.

Responding to these and more troubling statistics, the MSF continues its efforts at attempting to wake up riders to the "pure folly" of riding with alcohol in their bloodstream. There is no safe recommended limit, according to the MSF Director of Special Projects, Ken Glaser. He advises “zero” BAC.

The MSF estimates that even the least amount of alcohol increases a rider's chance of crashing five times. And a (still potentially legal) BAC over 0.05 percent increases chances to crash 40 fold.

While there have been fewer studies for motorcycle riders than for auto drivers, alcohol use and riding are known to be a lethal, self-deluding combination. With a BAC as low as 0.01 to 0.04 percent, riders’ judgments are reduced, while at the same time, they become less critical of their own actions.

With inhibitions diminishing, and sensory stimuli affected by the alcoholic buzz, anecdotal accounts suggest some might even think riding feels more fun as their qualifications to do so continue to dangerously degrade.

From 0.05 to 0.07 percent, thinking and reasoning powers further diminish, and ability to perform complex skills continues to decrease. By the time the legal limit of 0.08 percent is crossed, reasoning powers are severely hampered, and even common simple tasks are done with errors.

A study performed last year by the University of Minnesota Center for Transportation Studies confirmed a BAC within the legal limit of 0.05 percent affected performance.

Riders on outrigger-equipped bikes that could not fall experienced measurably decreased abilities on a controlled test course after only one or two drinks.

While some riders studied could realize when alcohol was affecting performance, the researchers concluded trying to “self regulate,” or be extra careful was no guaranty of not crashing.

A scary reality

Some riders continue to think they can handle alcohol, as evidenced by bikers who ride to bars, and other phenomena in the American motorcycle scene. This is not exclusive to cruisers, or any particular lifestyle. Some sportbike riders, especially relatively younger ones, may hop on their crotch rocket after having a drink or two – or several.

Their decreased abilities, which they cannot adequately judge, combined with decreased sense of inhibition, may yield an increased sense of (false) confidence. While riders may typically try to be careful, anecdotal accounts of those who feel the thrill of ripping through several gears well over 100 mph while drunk are not unheard of.

In the mid-90s, NHTSA conducted focus groups of 70 men and 15 women who admitted they drank and rode motorcycles.

NHTSA stressed these interviews could not be used to draw conclusions for a larger group, but they revealed at least some people entertain seriously sketchy attitudes regarding drinking and riding.

For example, one motorcyclist from Denver said a little alcohol improved his riding.

“I know that when I ride and I have a beer it feels better riding. It loosens you up – it relieves tension,” he said, “It feels more exciting riding. You enjoy your ride better if you have one beer.”

A particular belief was that even if a rider has had several drinks, if he could at least start the motorcycle and get it moving, he would be fine.

”If you don’t fall down within the first few feet, you’re going to be okay,” said the rider from Denver, “I’ve seen guys do that. There’s something about being on a motorcycle – you focus yourself. When you get on your motorcycle and hit the road, the wind and the air just seem to go, “Boom, I’m okay now.”

And another rider from Boston concurred.

“If they’re totally wasted, then you worry about their safety,” he said, “If they’re just a little bit wasted then it’s, ‘Watch out for the cops.’”

Other misconceptions among these riders were that 0.08 percent BAC may barely be a problem, and some said it usually was not the rider’s fault, but another motorist’s, if a crash happened.

While depending on your experience, you may find such accounts incredible, foolish, not applicable to you, or all of the above, it is nevertheless true that some riders think and do dangerous and crazy things.

Why? No doubt more studies are needed for conclusions, but it seems apparent that culturally held attitudes continue to be problematic.

If nothing else be warned: Don’t listen to influences to drink and ride, and never allow yourself to compromise for any reason.

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

Group Riding 101

Riding with others presents unique challenges

By Jeff Cobb, Sep. 01, 2009

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 apre-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 gooddeal 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.


2012 Honda CRF450R Off-Road Comparison




Honda’s CRF450R has always been at the top of the score sheet in every shootout we’ve thrown it into for the past half decade, so we had the same expectations for its finish in this off-road battle. On the track the Honda is light, nimble and confidence inspiring for just about anyone that throws a leg over it. For 2012, Big Red continued refining the CRF with a handful of changes to the suspension and handling in a bid to remain at the top of the heap in the always-competitive 450cc Motocross classification. How did these slight changes pan out for off-road duty?
Click link above to read more.
by Justin Dawes

HONDA VFR1200F DCT – LONG-TERM TEST WRAP-UP

Few motorcycles have generated as many editorial column inches as Honda’s VFR1200F. Cycle World has published nearly 30 pages related to this sporting V-Four since its introduction in 2010.

Why so much press? Well, we were excited that Honda had finally introduced a replacement for the aging VFR800F, even though Interceptors in both 750 and 800cc displacements have been perennial award winners in our annual Ten Best balloting. Plus, this latest liter-plus VFR comes in both standard and push-button, paddle-shift-equipped Dual Clutch Transmission versions. We chose the latter for our long-term test.

Our stunning Candy Red example arrived with various factory options, including color-matched 29-liter saddlebags ($1399.95), a 31-liter trunk ($599.95) with contoured passenger pad ($99.95) and a rear carrier ($399.95). Other additions—an adjustable windscreen deflector ($249.95), fairing wind-deflector set ($174.95), heated handgrips ($349.95), rear tire hugger ($129.95) and centerstand ($249.95)—brought the total cost for the accessories to $3654.55 and the as-tested retail price of our VFR DCT to $21,153.55. Ouch!

Both automatic- and manual-transmission models are powered by the same sohc, 1237cc, 76-degree V-Four. Our bike produced 145.08 horsepower at 10,110 rpm and 81.17 foot-pounds of torque at 9120 rpm. Unfortunately, not all of that performance is always at hand. DCT carefully modulates clutch slippage, preventing the rider from storming away from stoplights, and ECU programming reduces power in the first two gears until revs climb above 5000 rpm. But in the upper half of its rpm range, this engine pulls hard; in testing, the VFR topped out at 156 mph.

Click link above to read more.

By

Motorcycle Insurance Information

Getting good motorcycle insurance rates cаn bе a tricky business aѕ thеrе are many аssоciаted risks that comе аlong with riding а motorcycle. Like with auto insurance, there arе а number оf factors thаt аrе tаkеn into consideration when working оut premiums.

Some оf theѕе factors wоuld bе thе age of the rider, hоw experienced the rider is, thе type of motorcycle аnd estimated market value. If the rider hаs a standard drivers license and іf theу have a large amount of speeding tickets, then thіѕ сould work to their disadvantage, аlthоugh іt іѕ very rare fоr insurance companies tо gо thаt fаr іntо detail.

Motorcycles іn general arе much mоrе unsafe thаn cars, fоr obvious reasons. This is why most insurance companies treat them aѕ high-risk insurance. The bеst wаy tо reduce уour motorcycle insurance rates іs tо attend a professional riding соursе or, depending on yоur experience, уоu could also attend an advanced riding course. Doing thiѕ will show your insurance company that уоu аrе responsible аnd wіll reduce yоur risk profile.

Another factor thаt wоuld nеed tо bе clarified іs whаt thе motorcycle wіll be used for. Your insurance company will wаnt to know whethеr уоu plan to usе іt fоr your daily commute tо and from work, making it your primary means of transportation. Or will it bе used purely fоr recreational purposes, for thаt Sunday cruise or weekend escape? If it wіll be a primary means оf transport, then insurance companies will alѕo trу to establish whаt kind of mileage yоu ride аnd how muсh оf thе time уоu spend оn thе road.

A sales representative, for example, who spends thе majority оf hіs day on thе road would require а higher premium than an office worker. The reason for thіѕ is that thе sales agent would be spending а far greater time on the road, increasing hiѕ possibility of hаvіng аn accident. Another reason wоuld be that a salesman wоuld bе visiting dіffеrеnt clients throughоut thе day and the bike wіll bе parked іn vаrious locations. Some of thе locations mаy nоt havе secure parking lots, increasing thе chances оf theft.

The good thing iѕ that becauѕе thеre аre ѕо many insurance companies out there, yоu cаn tаke уоur time and get quotes frоm everybody. Go through thеir service offering іn detail аnd decide whiсh route уou wоuld lіkе to take. It іs important thаt уou read the fine print and make surе thаt whіle lоokіng fоr thе bеѕt motorcycle insurance rates yоu arе alѕo gеtting suitable coverage thаt wіll nоt leave уou in а tight spot ѕhоuld you nееd tо make a claim.

WRITTEN BY SAUNDRA WINER

A Word About Passengers


Traveling with a passenger is a task best left to the experienced motorcycle operator because it affects many different aspects of your bike's operation. Carrying a person on the back of your bike is quite different than transporting a heavy suitcase or other cargo.

If you want to carry passengers on your motorcycle, a safety course such as the one offered by the Motorcycle Safety Foundation is highly recommended. You should also spend some time practicing your skills in a low-traffic area before carrying passengers on a busy street.

Legal Issues

A motorcycle instruction permit generally doesn't allow you to carry passengers. In most states, you must have a full motorcycle license to demonstrate that you are ready for the added responsibility of transporting another person.

Of course, you should always follow your state's DMV regulations for carrying a passenger on your motorcycle. You can learn about these laws in the motorcycle operator manual or contact your nearest driver license office with questions.

Preparing Your Bike for Passengers

Not all motorcycles are equipped to carry passengers. If you want to invite a guest on your trip, you'll need a seat that's big enough to carry two people and extra foot pegs for your passenger. Of course, an extra helmet is also a necessity!

Your owner's manual can also provide valuable information about weight limitations, operational recommendations, and equipment setup. In addition, it will tell you whether your suspension and tire pressure should be adjusted.

Many states have specific equipment guidelines that your motorcycle must meet if you wish to carry passengers. For example, it's common for the DMV to require your motorcycle to have passenger footrests and a separate seating area for the passenger. Do not carry passengers on your bike until you're certain you can comply with these requirements.

Safety Tips for Passengers

Before you carry passengers on your motorcycle, give them a quick safety lesson. Don't assume that your passenger understands what he must do.

The following tips will help keep your passenger safe:

  • He must be tall enough to reach the footrests.
  • He must keep his feet on the footrests at all times.
  • He should keep his legs away from the mufflers, since they can get very hot.
  • She must wear a helmet and other protective gear.
  • She must not turn or make sudden moves that could affect your ability to safely control the motorcycle.
  • She must hold onto your waist or the bike's passenger handholds.
  • If your passenger is heavy, he must brace with his hands against the tank when braking to keep from pushing you over the bars.

When you carry passengers on your motorcycle, they should consider themselves to be second operators. Don't allow someone on your bike who doesn't obey your safety instructions.

Children should not be carried on a motorcycle without the permission of a parent or legal guardian. Even if the child is wearing the appropriate protective gear and follows all safety recommendations, riding a motorcycle still poses a safety risk. In addition, some states have legal requirements for the minimum age of a passenger on a motorcycle.

If you plan to have someone frequently travel with you on your motorcycle, ask him to complete a basic safety course. Even if he never learns to operate a motorcycle, this course will provide a better understanding of the procedures necessary to avoid accidents while you are riding together.

Riding Safely While Carrying Passengers

When you're carrying passengers on your motorcycle, you'll need to make some adjustments your riding. A passenger's extra weight will substantially affect your bike's handling characteristics. To help compensate for this difference, remember the following tips:

  • Allow more time and space for passing.
  • Be cautious when turning corners, since clearance may be affected.
  • You'll need to brake sooner than normal when carrying passengers.
  • The extra weight of your passenger will increase the stopping power of your rear brake.
  • You'll need greater clutch finesse and more throttle when starting from a stop.
  • If your passenger is heavy, it will take longer to turn, slow down, or speed up on your motorcycle.
  • Avoid traveling at extreme speeds.
  • Be prepared to counter the effects of wind when appropriate.

When traveling with a guest, remember to start your motorcycle before your passenger mounts the bike. The stand should be raised and the motorcycle should be securely braced before the passenger mounts.

by DMV.org

2012 HONDA NC700X – FIRST LOOK

How much longer could Honda ignore this category in the U.S. market? The answer is: no longer. Yes, with adventure bikes grabbing increasing sales and the category itself constantly broadening to include a wider variety of machines, Honda has finally jumped back into the stateside fray after a longtime absence. But this time around it has come armed with a machine that is really hard to pigeonhole. Styled to fit the adventure profile, the 2012 Honda NC700X could also be called a commuter, a sport-tourer or even a quasi-sportbike/scooter.

First shown at the EICMA motorcycle show last fall, the NC700X is the adventure-oriented version of Honda’s new “crossover” family of 670cc parallel-Twin machines. The naked NC700S and scooter-like Integra, also shown in Milan, are unlikely to come to the U.S.

The brand-new engine is a 670cc liquid-cooled, parallel-Twin with a single overhead cam, four valves per cylinder and a counterbalancer for smooth running. Honda’s trademark PGM-FI fuel-injection system mixes air and combustibles through a single 36mm throttle body. One of the most notable options is the second-generation DCT transmission, a follow-on to the gen-one version that debuted on the VFR1200F sport-tourer. As before, DCT allows fully automatic operation or paddle shifts in manual mode, but with expected improved operation. Honda hopes DCT will attract new riders who may be intimidated by the standard bike’s manual clutch and six-speed gearbox.

The tube frame is very low-slung (see the body-off photo in the gallery) and the parallel-Twin packages nicely, offering what appears to be a very low center of gravity. Speaking of packaging, both versions feature a watertight, locking storage compartment located where the fuel tank is normally found. Fuel is instead carried under the long, stepped seat, with the filler accessed by flipping up the passenger pad.

Suspension isn’t Dakar-ready, but its longish travel should be up for at least a bit of adventuresome riding. The 41mm fork offers 6.0 inches of travel, while a Pro-Link shock delivers 5.9 inches at the rear wheel. Brakes consist of a single 320mm disc squeezed by a two-piston caliper (three pistons on the C-ABS model) up front and a 240mm disc/single-piston-caliper combo out back.

Accessories include beautifully turned out color-matched side cases and a top trunk, plus crash bars, LED fog lights, 12-volt DC power socket, tall windscreen, heated grips and a centerstand.

Expected in dealerships this summer, the standard NC700X is priced at $6999, while MSRP for the DCT/Combined Anti-lock Braking System bike has not been set.

by

How to Strap Down a Motorcycle to a Trailer

There is a gentle art to securing any object to a trailer. The object has to be balanced, critical tension points identified and appropriate straps used.

Follow these easy steps and your motorcycle, the trailer and general public will be in great shape as you rumble down the road.


  • 1) Do you have the correct straps? You need four nylon tie-downs with either cam buckles or ratchets for a standard size dirt bike or street bike . 1-1/2" to 2" thick is preferable as these wide nylon straps can handle thousands of pounds of load. Ratchet straps, shown in the picture, are the best due to their ability to tense more easily than the cam buckle straps.

  • 2) Layout your straps on the trailer. You will need two straps at the front of the trailer and two near the rear. Attach the lower portion of the strap to the trailer hooks in each location and leave the slack on the trailer floor where it can be easily reached once the bike is loaded.

    The connection point to the trailer needs to be near or at the bottom of the trailer. If your trailer has side walls, do not fasten the straps to the side walls. A strap angle of greater the 45 degrees begins compromise the downward tension.

  • 3) Roll the motorcycle onto the trailer by either riding or pushing the bike. Once the front tire of the motorcycle is near the front of the trailer, put the kickstand down and reach for the two front straps.
  • 4) Secure the front of the bike first. This connection is the most critical. You can either hook the tie-down right to the handle bars or loop the nylon over the handle bars and slip the hook into nylon loop at the end of the tie-down. The latter will spare your bars some wear and tear. See associated image.

  • 5) With the bike still on the kickstand, alternate between pulling both front tie downs until the bike is standing safely vertical with the kickstand off the ground. Push the kickstand in. Now it is time to finish ratcheting the front of the bike down. You need to compress the forks and eliminate the travel in the suspension. You do not want the suspension bouncing with bumps in the road as this can release the tie-down hooks. Again, alternate between sides doing a little at a time so that the tension is equal. If you have cam buckles, you will need to throw your body weight into it once you get to the last bit of tensing.
  • 6) The bike should be sitting perfectly vertical. If you notice that the bike is leaning a little to one side or another, simply loosen the tie downs on both sides of the handle bars and try again.

  • 7) Now connect the rear tie downs to the rear of the motorcycle frame. Do not place the tie-down hooks into anything other than a permanent part of the motorcycle such as the frame. The tie-downs will tear off any non permanent fixture of the bike.

    Fasten these two straps with even tension. The two rear straps do not provide the same level of support as the front ones and you are not required to compress the rear suspension in the same way you are required to compress the front suspension. Primarily, these straps keep the rear of the bike from bouncing sideways.

  • 8) Grab the handle bars and shake the bike. The bike should now act as an extension of the trailer, as if it is welded to the floor. If you pull the bike, the trailer moves and not the bike. If there is any play in the straps during this test, then rework your tension until you have it right.

  • 9) Hit the road with confidence and make it to your destination with your beautiful bike in perfect shape and ready to play.
  • Read more: How to Strap Down a Motorcycle to a Trailer | eHow.com http://www.ehow.com/how_4725292_strap-down-motorcycle-trailer.html#ixzz1lGpannMt