Canadian Motorcycle Rider - Featured Articles

PUREBREED and BMW Motorrad Canada - the Brooklyn Project Collaboration

noreply@blogger.com (Canadian Motorcycle Rider - Featured Contents) — Sun, 13 Mar 2016 14:06:00 +0000

In collaboration with BMW PUREBREED CYCLES unveils ‘The Brooklyn Project’: 40 bespoke limited edition café racers designed on the S1000R.

Highlights - Classic café racer styling coupled with BMW S1000R performance - +15hp gain overstock - 24 kg. weight reduction - Quick-release customization for track day action - Orders being taken now for delivery in Spring 2016.

This collaboration will be limited to 40 custom café racers worldwide and based on BMW’s venerable S1000R roadster. While each unit will share the same mechanical underpinnings, every one will be uniquely crafted to the specific individual taste and requirements of their owner, making each model truly one of a kind.

The Brooklyn Project blends the technological sophistication of the 2016 BMW S1000R with unique retro-inspired café racer styling. Painstaking attention to detail was paid and no component was overlooked. Every new part was digitally rendered then crafted using 3D printing technology prior to development to ensure the proper fit and finish was achieved. Adding to the bike’s individuality and versatility, various pieces can quickly and easily be removed for track day duty and clipped back on for the ride home.

Highlights:

- Classic café racerstyling coupled with BMW S1000R performance

- +15hp gain overstock

- 24 kg. weight reduction

- Quick-release customization for track day action

- Orders being taken now for delivery in Spring 2016

“We believe that The Brooklyn Project offers riders the best of both worlds,” says PUREBREED President and main builder Guillaume Brochu, “Owners benefit from the advanced performance technology and reliable modern engineering of the S1000R which is far and away the best motorcycle on the road, but we also saw its potential as the basis of the ultimate cafe racer by incorporating classic café racer styling elements.”

Modern Technology Meets Classic Style All of the stock bike technology was retained, including ABS (Anti-Lock Braking System), which can be disengaged, ASC (Automatic Stability Control), electronic suspension system, and selectable riding modes. Proprietary PUREBREED engine mapping and an optimized fuel injection unit helps increase the already lofty performance capabilities of the bespoke roadster, as did the addition of an aluminum racing radiator and oil cooler along with a full Arrow Competition titanium exhaust system. These various modifications result in an additional 15hp gain over the stock 160hp of the S1000R in a package that tips the scales at a sprightly 173 kgs. thanks to swapping the fuel tank, fenders, wheels, seat frame and cowl for lighter Carbon fibre.

A great deal of time and attention was dedicated to comfort and ergonomics for both the street and track. This includes the incorporation of folding brake and clutch levers, adjustable rear sets, the custom designed top tree, clip-on handlebars, and a custom tri-density foam seat upholstered in fine, treated leather. While many of the customizations were based on improving comfort and performance, there were also many stylistic changes made in order to bring Brochu’s vision to life, including custom engraving, LED taillight and indicators in the handlebars, bar end mirrors, custom CNC gas cap and brake fluid reservoir, an Aluminum sprocket cover, custom LED headlight, dash and tachometer, not to mention the custom graphics and tri-coat paint by Simon Galarneau.

Orders are now being taken with delivery expected for April 2016. The brainchild of Quebec-based custom bike builder Guillaume Brochu, PUREBREED CYCLES immediately started making a name for itself by breathing new life into old motorcycles. Crafting as many a 40 custom café racers since opening in 2012, Brochu has more recently set his sights on this new vision of creating the ideal performance motorcycle for the modern urban gentleman – one that exudes their individuality in comfort and style.

About PUREBREED CYCLES: Featured on the 10 episode TV show currently airing in French on Historia in Quebec, Guillaume Brochu set out to build high quality bespoke café racers when opening his shop in 2012. After building 40 custom motorcycles, his most recent undertaking is a collaboration with BMW Motorad Canada named The Brooklyn Project. Currently based outside Montreal with a workshop in Brooklyn, NYC is opening this spring.

For more information, visit www.purebreedcycles.com

2015 - The Motorcycle Show Vancouver

noreply@blogger.com (Canadian Motorcycle Rider - Featured Contents) — Wed, 28 Jan 2015 02:08:00 +0000

Contributed by Trevor Marc Hughes
All photos by Trevor Marc Hughes

It’s the scope of the displays that is most exciting. It also is what is most intimidating.

Where do you start? Will you be able to take it all in?

Walking into Tradex is something like seeing gifts under the tree on Christmas morning. It’s difficult not to start bounding along like an excited ten-year-old, zipping back and forth from booth to booth, hungry to find out what’s new and interesting for motorcycling in 2015.

First, my enthusiasm was curbed by the lack of something. As I approached the incredible new designs of Victory Motorcycles in the Polaris display, I discovered a distinct lack of an Indian Scout.
“There are no B.C. dealers yet,” Terry Fetter of Victoria’s Action Motorcycles explained to me.

It would seem the cost of building up sales momentum for the new Indian models is too much west of the Rockies.

“It’s just not worth displaying four Indian Scouts right now,” Fetter tells me.

It would seem it’s going to be awhile before I’ll be sitting on an Indian Scout at the Vancouver Motorcycle Show.

I tempered my disappointment with a visit to Ireland. Celtic Rider is just one of the many motorcycle touring companies at the show, a list which includes Compass Expeditions, Edelweiss Bike Travel and Renedian Adventures. I speak with Connor about who chooses to ride Ireland.

“About 95% of our clientele are women,” he tells me.

With tourism growing in Ireland, so it would seem is motorcycle touring. Each tour package comes with an “orientation” for those who are used to riding on the right side of the road.

“Riding on the left is not a big deal,” he informs me.

Further left down this great hall is a sea of orange. KTM has a display featuring what would not be the last of this sort of bike I would see at the show: the introductory motorcycle. The KTM 390 Duke looks a tight, durable little machine. And with an MSRP of $5499 and a dry weight of a little over 300 pounds, it’s an affordable bit of orange.

What’s new with Suzuki? Well, as one rep put it: there’s the compact GSX-S750, a streetfighter influenced by supersport models like the GSX-R750, or for the ADV crowd, there’s a revamping of the DL-650. The Suzuki V-Strom 650X features spoke wheels and a “beak” out front. Does that look like another large adventure bike we know? It comes in “Candy Daring Red” and “Metallic Mat Fibroin Grey”.

The Yamaha section is the most impressive for me, with the large red symbol hanging from the ceiling. What’s also red, and new, is a YZF-R3. I watch as several nervous young lady visitors try to straddle it. And I think that’s what Yamaha may be thinking with this new lightweight sportbike: find the new and upcoming riders. It looks like an R6, but the 321cc engine will be easier to handle for those just being introduced to motorcycling.

I speak with Clinton Smout, who writes a column for Motorcycle Mojo and appears on “Motorcycle Experience” with Dave Hatch, as we both eye the R3. He tells me his eighteen-year-old son is entering the motorcycling market and if he is thinking about getting an R6, he would tell him to think twice and consider an R3. Good fatherly advice there. At an MSRP of $4999 the R3’s a little easier on a young adult’s budget too. He points over to the new ADV option from Yamaha, the FJ-09, billed as a sport-touring model taking after the FZ-09. It’s not an off-road capable bike, but it certainly seems Yamaha’s trying to corner the ADV lifestyle market with this one.

Harley-Davidson dominates much of one end of a hall, but its bikes are looking smaller. The introduction of Street 500 and 750 models seems to indicate that the iconic American manufacturer is trying to corner that beginning motorcyclist market too. Over to the right, the Tron-like whir of an electric motorcycle can be heard. This is not a light-cycle. It’s a visitor trying out Project Livewire, a surprising new initiative, but still only in the late prototype stage. But it’ll be interesting to see
what is developed in an electric bike model for the motorcycle market to be seen at next year’s show.

Of course there are many other bikes to mention: Ducati’s 821cc slimmed down and much more affordable Monster, the increasingly “rough road capable” Honda CB500X looking to rival other sport touring models in its class, the more rider-friendly yet torquey BMW S1000RR, and, of course, the eagerly anticipated Kawasaki Ninja H2, cordoned off behind restraint straps as though its 1000cc supercharged engine is about to break free from its cage.

These are all impressive. But I choose to round off my visit to the 2015 Vancouver Motorcycle Show by meeting some of the adventurers that take motorcycles to their limits, live to tell the tale and write about it. Jeremy Kroeker wrote “Motorcycle Therapy”, a true story about his adventure on a KLR650 into Central America. His new book “Through Dust And Darkness” has done well critically. He tells me it’s not easy being an author, but he’s happy for the success of the latest book, which chronicles his motorcycle travels through the Middle East. A down-to-earth guy, he signs a copy for me on the spot.

Just as I’m about to leave, closing warnings booming over the loudspeakers, I see Rene Cormier. I met him the year before. His book “The University of Gravel Roads” is one of the best motorcycling circumnavigation tales I’ve read and now he heads Renedian Adventures, his own company that launches motorcycle expeditions all over southwest Africa. He spends half the year in Canada, the rest in Africa. He always has a smile and a handshake, and is someone I think would be great
company while traveling by motorcycle.

So, if I were to find overall themes that emerge from this year’s show, they’d have to be a trend towards manufacturers seeking to dominate the beginner motorcyclist market and continued growth, and fusing styles, in adventure motorcycles. Next year though, electric motorcycles, and the discussion they create, could be more of a focus. The show sure does what it’s billed to do though…make me excited for the upcoming riding season.

Links:

The Motorcycle Show Vancouver - http://www.vancouvermotorcycleshow.ca/
Renedian Adventures - http://www.renedian.com/
Jeremy Kroeker - http://www.motorcycletherapy.com/

Lake Superior Circle Tour

noreply@blogger.com (Canadian Motorcycle Rider - Featured Contents) — Mon, 05 Jan 2015 17:44:00 +0000

If this trip isn’t on your travel bucket list, it should be

Story by Dustin Woods

Photos by Dustin Woods and Alexe Sawicki

Whenever and wherever riding enthusiasts congregate and discuss the best places to ride, the old standards like the Pacific Coast Highway, Cabot Trail and Deal’s Gap come up often. I recently started hearing about another one lately that had me intrigued - The Lake Superior Circle Tour. The subject of perhaps the most famous Canadian ballad of all time, Gordon Lightfoot’s song about an ill-fated ship named the Edmund Fitzgerald and its 29 crew members warns of the peril such a treacherous body of water can hold. Measuring 82,103 square kilometres, it is the largest fresh water lake in the world and reaches 1,333 feet at its deepest point. While she can be vengeful when angry when tormented, she is also the source of unparalleled beauty. Spanning thousands of kilometres through three states and one hell of a big province, I was most certainly interested but it would take some planning and most of all, time. After booking a week’s vacation and a BMW K1600GTL a month in advance, I finally set off during the first week of July to enjoy some long days on the open road and warm nights by the water.

Motorcycles are kind of like girlfriends; Travelling together will tell you pretty quickly if you can live with them or not. From the time I swung a let over the big BMW I knew we would get along just fine. After a decent day of riding from Toronto to the Delta Hotel overlooking the water in Sault Ste. Marie, I was still lively enough to get into some trouble at Smokey’s with the members of a Beatles tribute band called Beatles Magic who were in town to headline Canada Day celebrations the following night at the Roberta Bondar Pavillion. For a relatively small northern city, The Soo offers up a pretty solid Saturday night we quickly found out.

The next morning, rather, early afternoon, I met up with the gang from the Ultimate Northern Ontario Roadtrip - a motley crew of characters looking to track down and document the best motorcycle roads in the province. They were bragging about some of the roads they had stumbled upon recently and wanted to show off so we bombed up Highway 556 to enjoy some entertaining turns before heading for lunch at the Voyagers Lodge and Cookhouse on Batchawana Bay. The reality is that you get unique views either way you travel around the lake but I decided to go counter-clockwise so I could meet up with the UNORT gang on their ride.

Having gotten through my first couple days of riding on various roads and conditions, it still hadn’t ceased to amaze me how truly well engineered the K1600 is. Weighing in at 321 kg (708 lbs), its proportions never felt bloated since the weight is distributed low and evenly. The 160hp DOHC 24 valve liquid cooled 1,649cc powerplent is the lightest and most compact in-line six cylinder motorcycle engine in mass production and 70 percent of the torque is available at 1,500 rpm. Outfitted in Royal Blue Metallic paint with matching saddlebags and a cavernous top case that are all quickly removable, lockable and weatherproof, the Big K seems to boast every amenity under the sun. A perfect travel companion.

The next stretch of road up to Wawa and my accommodations at the Best Northern Inn offered some of the most spectacular views I have ever witnessed in my life. The last two times I had passed over the north shore it had been teeming rain, so thankfully this time I was able to truly enjoy it. After a hearty breakfast at the Kinniwabi Pines restaurant right next door to the Inn and gassing up at Young’s General Store, I had ample time to test the GTL’s cruise control. It definitely came in handy on route to Aguasabon Falls and the Terry Fox monument in Thunder Bay. Perhaps the most intuitive cruise control of any vehicle I have ever piloted, the system helped me keep my speed in check on the long stretches of smooth tarmac that are free of street lights and traffic, but not OPP. The trip also gave me ample time to play with the Multi-Controller mounted on the left handgrip that allows you to scroll though an intuitive interface that not only provides information on tire pressure and fuel economy, but also allows the rider to quickly adjust ESA II (Electronic Suspension Adjustment) settings between Comfort, Normal and Sport on the go. Throttle response can also be adjusted to Rain, Road or Dynamic settings depending on weather and road conditions. It also allowed me to easily switch between my iPod and favourite satellite radio station, Classic Vinyl while I rode. Surprisingly I could actually hear the music wearing a full face helmet thanks to the power adjustable windscreen, which also deflected a fair number of stones and bugs that would have otherwise been caught by my new visor.

After putting the bike to rest for the night in the motorcycle parking area at the Victoria Inn, I grabbed a bite at the 5 Forks restaurant with my old highschool friend Kristen who I always meet up with on my way through T-Bay. After dinner we wandered down to the waterfront where I was shocked at how it has been transformed. Astonishing strides have been taken to reclaim the area with new docks, galleries, shops, restaurants and art installations that pay homage to the shipping heritage and native history of the region. Not to mention a significant investment to restore the old CN rail station to its former glory. Every local I talked to in the area had recommended Hoito Restaurant as a must-do for breakfast the next day, so naturally I had to see what all of the fuss was about. Renowned for their traditional Finnish pancakes, I’ve become a convert and am not alone judging by how busy it was.

If you are at all interested in learning more about the areas you visit or like to indulge in a little culture from time to time, or perhaps just want a place to walk around and rest your backside, the Fort William Historic Park is definitely worth a visit. Unsure of what to expect, the experience was literally like stepping back in time to 1815. Surrounded by trained actors in period-correct costumes providing re-enactments of various activities and customs of that era, I felt like I was piloting a time machine. The feeling of being out of place didn’t stop there as I crossed the border into Minnesota down highway 61 and found that I seemed to be the only rider wearing a helmet. As it turns out, helmets are optional for riders with a full license over 18 years old in all of the US states that surround Lake Superior; Minnesota, Wisconsin and Michigan. The spectacular views of the pristine shoreline were occasionally interrupted by quaint lakeside towns like Gran Marais where you can apparently find the World’s Best Donuts.

With plenty of daylight to spare before my check-in time in Duluth, I decided to stray West from the water off Highway 61 to scratch another item off my own bucket list by visiting Hibbing, Minnesota, the childhood town of one Robert Allen Zimmerman. You likely know him as Bob Dylan. While it offered less epic scenery, Highway 16 boasted miles of smooth, sweeping curves so remote I actually started to think something was wrong at one point when I didn’t seen another motorist for about 45 minutes. Looking exactly as they did when young Bobby was still terrorizing the town, his childhood home and Highschool aren’t much to write home about but it was interesting for this die-hard fan to see where he spent his formative years and played his first gig. Rolling into the Canal Park Lodge in Duluth, I gave the Beemer a quick detail in their exclusive motorcycle parking area and wandered down Canal Park Drive. Packed with people of all ages, the former industrial area was alive with bars, restaurants and coffee shops. The sight of a margarita the size of my head led me to the patio of Little Angie’s Cantina for a bite and a couple cocktails while I enjoyed being a fly on the wall in a strange city.

July 4th saw me riding to Bayfield, Wisconsin where I celebrated the independence of our neighbours to the south with fireworks and live music on the rooftop patio of the Bayfield Inn after an incredible dinner at Maggie’s. Each and every day I witnessed the landscape slowly but significantly change and the ride up highway 41 to the Keewanaw Mountain Lodge just outside Copper Harbour on the Upper Peninsula was no different. I’d run into a couple named Mike and Linda Henderson back in Duluth who were admiring the big Beemer and told me what to expect on highway 41 and highway 26 over to Eagle Harbour but nothing could have prepared me for what I experienced. Far and away the best stretch of road I have ever ridden, I dialed in the throttle and suspension setting making the K1600 feel more like a supersport than a grand touring machine.

Over the course of the trip I passed through so many interesting towns that I wish I’d had more time to enjoy like Calumet, a National Historic Landmark District and Marquette which features a funky downtown core right on the water, not to mention the Shipwreck Museum in Paradise, MI where I could have spent a week. As I closed in on the last miles along Superior, it transformed into an almost tropical turquoise with sandy beaches. Sitting at a picnic table enjoying a cold drink in the sunshine, a gentleman who pulled in on an Electra Glide was curious about my ‘German bike.’ Reminiscent of an American Keith Richards, Jack had travelled all the way from Orlando to circle the greatest of the great lakes and was wondering where the best place would be to crush a six’er with his old lady. Despite his complete disregard for safety and decorum, he said something that stuck with me, “No wonder they call it Lake Superior, this is some of the best scenery I’ve ever seen in my 30 years of riding!”

Wrapping up the Lake portion of my ride, I crossed back into Sault Ste. Marie and spent a couple hours kicking around the Canadian Bush Plane Heritage Centre before spending the last night of my epic journey at the Carolyn Beach Motor Inn located in Thesalon, Ontario. Sitting on the beach in a Muskoka chair with a nice single malt Scotch watching an incredible sunset, I reflected on my journey and realized that we all have bucket lists whether we’ve written them down or not but most of us will never complete them. If the Lake Superior Circle Tour isn’t on your list of bike trips, it should be. And if you are wondering when the best time is to start planning your trip is, there’s no time like the present.

For more information, visit: www.ridelakesuperior.com

Book Review: Nearly 40 on the 37

noreply@blogger.com (Canadian Motorcycle Rider - Featured Contents) — Tue, 21 Oct 2014 00:09:00 +0000

CanadianMotorcycleRider has been around since late 2007 and I've read my fair share of motorcycle themed books since then and with a few exceptions I enjoy them all to a degree. Some are technical, some are light, some have tones of arrogance, some talk about riding, some talk about a life event and have motorcycle themes weaved in, and some are written more skillfully than others.

Trevor's book, Nearly 40 on the 37, is a well written and interesting read from a regular guy nearing his fortieth birthday. It just so happens that he likes motorcycles and plans to go exploring beautiful BC on perhaps the best mode of transportation to experience an adventure on - a motorcycle! We're along for the ride as he travels solo along British Columbia's remote Highway 37.

Nearly 40 on the 37 will fit perfectly in the pannier of your motorcycle if you plan to head on a little motorcycling adventure of your own and don't want a tome of novel to drag you down for the ride. I managed to read it cover to cover in just a few days. I'm not a fast reader by any means but the subject is interesting and light. It's a book that you'll want to pick up and finish.

Nearly 40 on the 37

ISBN #: 978-0-9918590-0
$18.95

Buy it at www.whitehorsepress.com or at www.trevormarchughes.ca. You can also get it as an e-book on Amazon Kindle
- 127 pages
- softcover

Follow Marc on twitter @trevmarchughes

About Trevor Marc Hughes: Prior to writing, Trevor was an actor, most notably when he was barely out of his teens on the television series "Northwood" for CBC Television. He was a freelancer, part reporter, part independent producer and sometimes arts reporter at CBC Radio Vancouver for over nine years. During this time he also contributed to National Public Radio and publications such as Pacific Mariner and Celtic Connection. He lived in London, England briefly where he helped out at BBC Radio Five Live at Broadcast Centre.

He lives with his wife and two sons in Vancouver, British Columbia and regularly contributes to magazines such as Canadian Biker

Fundy Adventure Rally - 2014

noreply@blogger.com (Canadian Motorcycle Rider - Featured Contents) — Sat, 27 Sep 2014 13:36:00 +0000

It's the first year for the Fundy Adventure Rally. The fine folks at CMG Online were expecting 20 or so people but managed to convince about 60 people to tackle 500+ KM's of New Brunswick wilderness near Sussex with the Adair's Wilderness Lodge serving as the base camp. Riders came from New Brunswick, Nova Scotia, Quebec, Ontario, and Maryland. Adair's is a great spot in the middle of the woods but accessible by road and THE perfect spot to serve as the launch point of the rally. It's a dirt riders nirvana. Food at the lodge was great too! - Bonus!

There's several cottages nestled amongst the trees. Rough camping sites were available in the treed section near the water at the top right which was a short walk from the main lodge.

The Fundy Adventure Rally was a two day event that started on Friday afternoon with participation by a major sponsor - BMW Motorrad Canada who had brought a tractor trailer of BMW F800 GS's for demo rides and a few other bikes for show. Big thanks go out to BMW for allowing me to borrow a BMW F800GS to participate in the Rally with. BIG thanks! I came in from Halifax, following the GPS on my phone in towards the lodge. Guess the Rally organizers weren't kidding when they said there was no cell coverage at the lodge. My cellular signal actually dropped about 15 minutes from the lodge - if you know the way that is. Luckily I met another rally participant on my way in and we navigated the rest of the way together. (As it turns out I'd end up riding the entire Rally in a group of four with him amongst them - by chance really.)

My motorcycle for the Rally. A brand new BMW F800 GS - lowered. It had less than a 1000km's on the odometer when I started the Rally. The Arai VX Pro4 was unboxed for the event and worked flawlessly and proved all day comfortable. Note the GPS secured with plenty of zip ties!

It was a pretty laid back first day with most people arriving later in the day, going on a BMW test ride, setting up their tents, getting into their cottages, supper, and a riders meeting to review the Rally route. There wasn't too much partying - most people seemed to want to head to bed early to get a good night's sleep for the long day ahead still there was a lot of like minded motorcyclists around and Rob made sure they brought in at least a few good varieties of beer at the lodge. I 'might' have sampled one or two. Rally start time was 7:00 AM on Saturday for some so there was a lot to do at an early hour to be get ready for the Rally.

The map and hashtag for the event. This was the guide book we reviewed at the riders meeting on Friday after supper was served in the main hall.

I met up with a few guys who were also riding the "A" route of the event which was for teams with less experience or riders who were solo participants. Teams with off-road experience could take on a harder "B" route. Luckily for me two of the guys I partnered up with turned out to be fantastic navigators and led our group through the entire Rally because I never did get my borrowed GPS working properly. Note to self - buy a GPS and practice using it! It's a must for participating in this event. I wouldn't have gotten past the first couple of turns if it weren't for the guys I was following. Thanks to Moto Journalist Costa Mouzouris for trying to teach me how to figure out how to use my borrowed GPS!

The BMW tent which served as the start and end point of the Rally and the starting point for the demo rides on Friday.

Each team was equipped with a Spot device who were also a sponsor of the event. It added a extra level of safety for the participants knowing that if there was an emergency that help could be brought in. Luckily there weren't any serious injuries amongst the participants.

At 5:30 AM on the morning of the Rally I woke to the sound of coyotes howling (loudly!) followed shortly thereafter with the loud BRAP-Brap-Brap of a dirt bike starting and revving up. There's one in every crowd! An interesting way to start the day, that's for sure! Didn't even need my alarm I guess.

After the wake up call I was off to the lodge for a big buffet breakfast to fuel up for the day. I had a borrowed GPS and a mount that didn't really fit so I had to break out the zip ties to make sure it was secured to my borrowed BMW F800GS. I loaded up some Gatorade and snack food into a tail bag and strapped it onto the F8 with a motorcycle bungee cord. I didn't want to have any weight on my back and the the tail bag with the extra security of the bungee cords worked fantastic. Everything was secure, didn't bounce around at all - and best of all I didn't have to lug the extra weight on my back.

We hit the road at about 7:40 AM and the place was pretty foggy and overcast. We took a right turn out of the parking lot and after a short distance a bunch of riders were stopped at the very first turn. Apparently the GPS of a few riders knew a shorter way to navigate the route! Almost foiled at the first turn. In our haste to get going again two of my teammates ended up in another pack while myself and another teammate ended up riding together. We rejoined forces later at a break in the trail. Our team of four stuck together for the rest of the race.

Stopping to fuel up the machines, water, and whatever other non-healthy snacks could be scrounged up at the gas station.

The drive through Fundy Park was pretty amazing. We had the roads (albeit paved) to ourselves and while we couldn't see any of the amazing sites the solitude of having the place to yourself and 'being very careful' to stick to the speed limits made it an entertaining section of road. The stretch of twisty pavement uncovered that something was wrong with the bike though - I didn't know exactly what. The bike was riding very squirrelly and it wobbled markedly when I got on the brakes. I thought the front wheel felt a little soft but it didn't seem too bad in the dirt so I downplayed that possibility in my mind and thought it might just be a really bent rim. The pavement made the wobble pronounced and it was so bad I mentioned to my partner. Well, when we stopped a while later and checked the tire pressure we discovered I'd been riding on 13 PSI on the front. It was set to 20 the day before for the off-road demo but somehow lost quite a bit of pressure overnight. My team mates figured the dent in my rim might have caused a flat but somebody brought an electric pump and we hooked it up the GS1200 battery and pumped it up to 35. The bike rode great after that and held air all day! The reason for the pressure drop remained a mystery.

My mind was going through the worst possible scenarios... I was going to have to wait for the sweep truck to come pick me up maybe and quit! Arrgh... There was no way I wanted to end my adventure that soon. I was just getting warmed up! Saved by the preparedness of my teammates once again!

A nasty little dent that I may have been responsible for after a close encounter with a big rock! The tire continued to hold air for the entire Rally though. Yipee!

For somebody with off-road experience the off road A route might not have been too challenging but I have pretty limited off road experience so bombing down a gravel road at up to100 km/hr standing on the pegs was pretty exciting for me. There was plenty of slower stuff, rocky uphills/downhills, loamy sand, hard pack, mud, water, blind crests, tightening radius turns, pea gravel corners, bridges, even a covered bridge, wildlife (for some), culverts, plenty of rocks, and DUST, DUST and more DUST! It was quite challenging at times seeing through my goggles. I'd try wiping them with my glove and they'd be good for a while or absolute crap and I'd feverishly try to get a little bit of space to see through. I had to stop and wipe them a few times with a cloth I had in my pocket and then ride with a little extra pace to catch my navigator.

Don't think this gear will ever come totally clean. The gore-tex boots worked fantastically well. I would've had wet feet for sure in anything that wasn't totally waterproof.

I had one close encounter with two REALLY big rocks on the center line of the trail. I was in the #3 spot in my group and trailing the guy in front of me by a good margin because of the dust. We were riding at a pretty good clip on a fairly easy dirt road mixed with some buried rock. The road was used by logging trucks and had a slightly raised center line - that seemed like the safe line. Well, I found out otherwise. I was going a bit too fast over a slight blind crest and two bigs rocks were right on my line. They were too big and wide to go around at the speed I was going - so I could only brace for it and steer for the middle to try ride between them. I grazed the right rock pretty hard. This was after I already had that big dent in the front rim! The rock kicked me off to the left but I stayed upright. Yikes! That was a pucker moment for sure. I was more careful with the blind crests and making sure I was driving within my vision after that. Lesson learned. That rim continued to hold up though!

There were eight sections of varying length during the Rally and each of them ended at a gas station. That worked really well because you could gas up, have a bathroom break, take some time to rehydrate, and get a bite to eat if you wanted. There wasn't a ton of time for leisure if you wanted to ensure you made it back on time. At each stage there was a option that if you hadn't reached the end of the section by a certain time you were supposed to take a bypass/option route that took you on a paved route to the next stop so you could make up some time. My assembled team managed to not take any of the shortcut options and did the entire A route as intended. We may have been just slightly past the cutoff time at a point or two but some of that might have come down to that sit down dinner we had at the Big Stop in Salisbury! Who can pass up a hot turkey sandwich in the middle of a 500 Km off road Rally! It was a pretty quick stop but it still killed a lot of time. In hindsight - maybe not the best choice. I had enough energy bars and snacks to last the day but the team wanted to stop so I followed suit.

Once I got that front tire sorted out the BMW proved to be very capable for the mix of off road and pavement. I had a few troubles turning off the traction control and ABS but that was my fault. I should have practiced it and got a better lesson the day BEFORE the Rally. I can tell you from personal experience that you absolutely do not want to leave the traction control on when riding off-road on the F8! It takes the smooth predictable power output and seems to zap the throttle output in pulses. It makes getting up a rutted gravel road a terrible experience, especially if you're standing on the pegs! Once it's off though it's a different experience altogether. The F8 powers its way up loose thick gravel effortlessly. I found it best to gear up a bit to dull the throttle and smooth out power delivery. With so much power on tap it's easy to just start tearing up the road and showering the guy behind you with a pile of rocks. Gearing down on the descents and making use of engine braking worked great as well. Messing around with the ABS was interesting too. ABS is great for the road but crap off road. The ABS goes a little wild when it's turned on off-road. If I had to have either ABS or traction control on while off road- the lessor of those two evils was definitely ABS. It was really tough to feel in control of the bike off-road with the traction control on. Uphill gravel conditions made it a MUST to have turned off.

I was on the factory lowered F8 - not by my choice - it's just what BMW provided. It turned out to be a pretty good fit because I was able to very comfortably flat foot with both feet. I did miss the little bit of suspension travel they take out with that factory lowering but there's also lowering via a different seat shape as I understand it. I did get both wheels airborne on the bike at least once fairly impressively to test the suspension travel! A little extra suspension, however small, may have come in handy on that one! Did I say already that I enjoyed myself! I honestly didn't want the day to end. I was grinning the entire day.

Me and the assembled team of solo riders - we made it to the finish! Awesome work navigating you guys! Nice pace too!

The evening after the Rally was a little more festive than Friday with people gathering to tell some tales and enjoy a beverage. There was also the Rider dinner, charity raffle, a little speech from Chris Duff from BMW Motorrad Canada, a slideshow presentation of pictures from the event and of course the awards ceremony.

The awards ceremony begins. Check out that trophy! You don't get to keep it actually... just hold it for a few minutes. Bragging rights and your name on the trophy is your reward!

One participant might have partied just a little too hard the night after the Rally and left a candle in his tent - luckily he lit it then left the tent... lucky for him anyway and not so much for his tent and gear. He lost EVERYTHING except the clothes on his back and the stuff he had packed on his bike. Wallet, helmet, motorcycle boots, clothing, - everything! I thought I heard someone say 'fire' in the night but I was pretty wiped out and apparently slept through it. I helped him clear up the rubble in the morning and since I drove there in a car and was passing by his place on the drive home I ended up riding his bike back to his house and he drove my car. So I got to squeeze in one last BMW demo - not the best of circumstances but it made for a nice trip back home for me.

That was one HOT fire! There was nothing left. That little thing at the top right above the yellow nylon rope is what's left of an AlpineStars motorcycle boot! All his stuff was reduced to dust and bits of plastic.

Now that the Rally is over I've taken to watching F8 videos and checking on insurance rates on the Beemer. I sure could get used to the ability to see where all those dirt roads go, and trade in my Honda VFR 800. The BMW F800 GS was a joy to drive. It was very capable on road and off. Soaking up all kinds of bumps and power to spare for anything I put it through. I even turned on the hand warner's when he mist got really heavy and my hands were wet. Now that's luxury! Factory hand warmers on a bike as capable off road as the F8! It's pretty awesome!

Hey nice shirt!

I'll see you next year!

I think everybody really enjoyed themselves, judging from the tired dirty smiles at the finish line. You'd never know it was a first year event. Apparently they spent two summers testing out trails and working out routes to be able to pull it off. I'm expecting even bigger and better things next year and they're considering adding some rider training events and an extra day to the event. They've got September 11, 12, 13 booked for next year. Mark your calendars!

Special thanks to:

Rob and Courtney at Canada Moto Guide and Canada Moto Rallies
BMW Motorrad Canada - for the use of the BMW F800 GS
Arai Americas - for the use of the Arai VX-Pro4

Other Articles and Blog links covering the 2014 Fundy Adventure Rally:

CMG Online
Big Land Adventure Films
Mark Richardson for MSN Autos

Twitter Hash Tag #FundyADV

Arai - Signet Q Riders Review

noreply@blogger.com (Canadian Motorcycle Rider - Featured Contents) — Sat, 02 Aug 2014 15:51:00 +0000

Arai Signet Q with Laurel graphic - Rider Review

The Signet Q is a full-face sport helmet that takes technologies and construction methods gleaned from the race track. These attributes are incorporated into a high-performance street helmet.

Our short take on the Signet Q is that it's a fantastic helmet and the Laurel graphic is amazing. I haven't really been a fan of graphic helmets but this one has changed my mind. It's a GREAT looking helmet - especially with the black visor. The black visor blends in with the black graphics on the helmet for a really integrated look.

You'd be hard pressed to find much to dislike about this helmet. Construction is top notch, visibility is great, ventilation is excellent. It's a great helmet. The only thing is - it's not cheap. Canadian online retailers are selling them for around $770 CDN. Sometimes you do get what you pay for and I don't think you'd be disappointed in this purchase. It is an expensive helmet so be sure to have it properly fitted.

The only slight niggles if I were forced to come up with any would be that there is an abundance of vents on the helmet and it can be a bit complicated to adjust them all while on the move. There's a total of five vents on the front of the helmet - which are all operated separately and a single exhaust vent (opens/closes two vents) at the rear. The front chin vent is near the bottom edge of the face shield and you usually end up touching the face shield when making adjustments, which could lead to scratches or smudges from your gloves. It is really low on the helmet so even if you do end up with scratches or smudges I don't think it would affect visibility all that much.

The numerous vents could be considered a major benefit too because you have a lot of options to customize air flow. The in-visor vents (also referred to as brow vents) are pretty nice and they direct air towards, you guessed it, your brow. Arai believes it's the best way to provide that sort of venting because they want to minimize openings so near what is already the biggest opening in the helmet shell - the facial opening. I felt like it works quite well.

Some notable features:

- Lots of venting, a total of 7 vent holes. 5 in the front and 2 exhaust vents
- Optimized R75 shape
- Chin spoiler (can be pulled down to block wind a bit more in the chin area)
- Fantastic graphics
- Top notch construction and materials
- Includes pinlock ready shield

Full details:

Arai has been making helmets for a long time and according to them: "Arai is not some massive corporation run by rotating boards of directors with rotating missions, all of which have one thing in common: more profits and cheaper productions costs. Arai is a small family company, driven by the same family, with the same mission, through three generations-three generations that have all been riders. This fact tends to make you look at things differently than the big guys do.

Aria don't build Arai helmets to meet any safety standards; we build them to EXCEED the standards. At Arai, safety standards like Snell or DOT are the baseline, not the goal. Why? Because standards create minimum criteria. And while many helmet makers design their helmets to meet those minimums, "good enough" has just never been good enough around here. Not for us, not for the riders we serve. (Remember, we answer only to ourselves.) The absence of exaggerated edges or protrusions in the shell is not a lack of creativity, but a commitment to maintaining the integrity of the shell with impact performance in mind.

Our standards are made for the real world. The world of distracted drivers, unpredictable situations, sharp angles. Things that don't move when you hit them. A world you can't duplicate in a controlled, predictable testing laboratory environment looking for a common denominator. For example a major feature of the Signet Q is the shape and exterior pieces - It's a very smooth design without a lot of big pieces on the exterior to catch on anything should the rider be involved in an accident. You definitely don't want your helmet catching on anything if you're sliding along the pavement!

While outwardly nearly identical to the RX-Q, on which it is based, the Signet-Q interior is a world apart. In simple terms the Signet-Q is an elongated version of the RX-Q, adding 5mm front to back, providing the room necessary for a truly Long-Oval (L/O) interior. This L/O shape can trace its roots directly to the legendary Signet series, the namesake of this new model. The “Q” designation signifies the innovations and benefits proven so successful on the RX-Q.

The elongated shell and interior liner, front to back, give the new Signet-Q the ability to end forehead pressure and hot spots for riders whose heads are significantly longer front to back and narrower side to side. For head shapes that are longer, but still have a bit of width, the Signet-Q interior head liner has 5mm peel-away pads on both sides to allow the rider to micro-fit themselves without the need to change size or purchase optional comfort liners. The Signet-Q is the result of Arai’s long history of understanding the complexity of the relationship between head size and head shape.

RESOURCES:

Arai America's website - Signet Q section.

KTM Demo Day

noreply@blogger.com (Canadian Motorcycle Rider - Featured Contents) — Sun, 27 Jul 2014 16:00:00 +0000

Friday afternoon and it's KTM demo day at Freedom cycle in Halifax- near my home base. It's a factory supported tour with the bikes sporting Quebec plates.

Everything new is here but the highest profile and rare bikes got booked up fast- namely the RC8 and the 1290 Super Duke. Shame I didn't get to ride either of those but I sat on the RC8 and oh boy that's one hard seat! Zero cushion! It's pretty much instantly uncomfortable. The 1290 Super Duke looks fantastic and from all reports it rides as nice as it looks. Wind blast on the highway might be an issue but this is a naked bike so that's to be expected. I'd hazard a guess that the hardest part about riding the Super Duke might be keeping your licence- you're going to have a target on your back riding that beast! It looks fast even sitting still.

690 Duke

My first ride was the 690 Duke. The ride guide said to make sure you adjust your mirrors as we sat on the bikes so the first thing I noticed is the mirrors are pretty much useless. They're too low and too small to see much if anything in but they do look nice!

The second thing I noticed is the 690 Duke is small, compact, and light weight. It's almost as if you're on a big bicycle - only this big single has about 67HP and can travel at highway speeds with ease. Even in top gear at 110 KM/hr when you crank your right hand it still pulls with authority and feels like it's got plenty to give. Being that it was a tightly controlled demo ride I couldn't really test the upper limits there.

The seat is deeply sculpted which is very comfortable but doesn't allow you to move around too much. You've got a little bit of space but not much. The shape is good though and doesn't push you onto the tank like many seats seem to do.

I'm not really accustomed to riding a single so it felt rough to me with vibrations making their way through the seat, pegs, and handlebars. Up over 3000-4000 RPM and it seemed to smooth out.

This bike would make a GREAT commuter bike. It's light, and super nimble while still being very capable at any speed. It's not going to feel like overkill riding it around town but will have no troubles on the highway either. There's lots of torque and it's pretty fun to ride. The clutch is incredibly light - the lightest of any bike I've ridden I'd say but each of the KTM's I rode on the demo had that same trait. The gearbox is smooth with no clunkiness. Shifts are silky smooth. The brakes are excellent as well. Great stopping power and it comes with ABS too.

The only negatives for me were the vibrations - but it is a single so that's to be expected to a degree and this is a very powerful single at that. The seat ergo's are a bit tight. It would be a bit cramped if you had any great distance to travel.

What do I like - this list is a little longer than the negatives.

- Great power from that single!

- Lightweight, compact, and flickable

- Full of character

- Fun factor: You feel like you're riding something really small because you are! This bike is only 330lbs without fuel. That smallness belies its capabilities. The power is instant and a little more exciting in its delivery than say a similar sized parallel or v-twin.

- ABS: A great safety feature that will make your commute that much safer.

I think this is a bike you'd enjoy more and more as you rode it. It's got character to spare and is a sharp looking bike.

Second Ride - 1190 Adventure R

This is one tall bike! Unloaded, the seat is 35 inches (890 mm). With my 32" inseam I needed to climb on the left peg to get a leg over. Once the suspension squatted when I sat on it I could touch on my tip toes. Center of balance is low and once underway any concerns about seat height fade away - at least on a pavement ride. You'd need more skill than I have to handle this bike off-road with a 32" inseam. No doubt it would eat up fire roads with ease and far worse with the right rider at the controls.

Even with its height and massively powerful 1190 engine this bike tips the scales at a measly 478lbs (217 KG) without fuel. When I say massively powerful I mean it - The 1190 produces 148 HP. Cycle World Dyno tests put rear wheel horsepower at just shy of 129. The delivery of that power is so smooth and refined you'd hardly know you're accelerating and as quickly as you are and riding at the pace you're capable of on this machine. Highway speeds are a walk in the park. I kept it in 5th gear most of the time just to make it a little more interesting but it'll pull with zeal in either 5th or 6th. In 6th - a 110 KM/hr speed feels like you're barely moving.

There was a bit of wind on our test ride and the 1190 R Adventure is rock solid. The windscreen is adequate and adjustable. There's different sizes available as factory aftermarket if you want something a little taller.

The placement of the instrument cluster is excellent on the 1190 R Adventure. It's high up and clearly visible at a glance. It looks as if it's ready to be entered in a rally. It's very visible at a glance. The gear indicator is a nice touch. There's a 12V accessory outlet at the left and a small cubby on the right. It doesn't lock and has a plastic clasp to hold it closed. I'm not sure what you'd put in there - Wouldn't want to hear anything rattle around in all that plastic. Perhaps it'd be a good spot to keep your earplugs? Not sure.

Power delivery is linear. There's no twitchy delivery - the engine is smooth and power just keeps coming. I'd say it's deceptively powerful. It's not nearly as hairy as say an R1. The power is there - it's just smooth. The bike was set in Street mode which allows for the full horsepower and controlled wheel slippage. There's also Sport mode, Rain and Off-road modes (rain and off road limit horsepower), and off. The different modes have various affects on the amount of traction control intervention, rear wheel slippage, and throttle response.

The bike even has lean-sensitive cornering ABS!

No gripes about this bike - it's fantastic. You'll need to be tall to be confident off road on it though. It could be daunting to move around in a soft asphalt parking lot or loose gravel too.

Great all-rounder! This is going to be a popular bike for KTM without a doubt. If you're in the market for a big adventure bike you need to test ride this bike first!

Surprise Ride! - 690 Enduro R

I discovered the benefits of being on the last ride of the day on the last day of the Demo's. They've got to fuel up all those bikes! So I got to ride another bike for a short ride, not on the highway but without the strict controls of a lead rider and sweep rider.

My bike of choice this time around - the 690 Enduro R. It is shockingly fun to ride! Wow! Fun, Fun, Fun! I'd take this bike over a ride at Disney any day. I didn't get out on the highway and I expect the experience wouldn't be as fun there but for around town, and secondary roads - this bike is a weapon. It's so light and the handlebars are nice and wide giving you fantastic maneuverability.

If I could add one bike to my garage this dual-purpose would be it. It's heavily dirt biased - a dirt bike with a turn signals and a headlight. If you didn't need to do much highway riding and wanted a bike that would take you from home to trail with maximum fun factor - THIS is your bike.

The ride was so impromptu I forgot to get pictures of it. I was too busy grinning ear-to-ear! So here's a stock photo.

It has the same engine as the 690 Duke. A 67 HP single with a tall seat height of 910 mm. or 36.81in.
Wet weight is 150kgs or 330.7lbs.

If you have a chance - you need to ride this machine!

For more information on KTM models in Canada visit the KTM website:
(http://www.ktm.com/ca-en/ready-to-race.html)

Shoei Neotec - Rider Review

noreply@blogger.com (Canadian Motorcycle Rider - Featured Contents) — Sat, 05 Jul 2014 01:26:00 +0000

We've got several months worth of experience with the Shoei Neotec modular helmet under our belt now so the plan is to tell you what our experience has been so far and add some periodic updates.

So let's get started...

The Shoei Neotec - modular is a well crafted helmet. It exudes quality in EVERY detail. Ours is solid white and the colour is beautiful and shiny, the Shoei logo's are prominent on the front. If you couldn't tell from the shape of the helmet alone, you'll know, and so will everybody else - that you're wearing a Shoei helmet. Note the curve at the rear top of the helmet - that's a shell integrated spoiler to reduce lift and drag at speed. Pretty cool!

- The flip up mechanism works wonderfully and once you put it on you'd never know you weren't wearing a solid full face helmet. Except when it comes time to put your glasses on, pump gas, talk to somebody, get some fresh air at a long stop light, etc. You've now got the luxury of flipping up the front of the helmet and voila - everything is suddenly a little easier!

- VENTILATION: This helmet vents better than any helmet I've ever worn. You can feel the air flowing through this helmet even at low speeds. The vents are very simple to operate - there's a chin intake and another just front top of the helmet which you just slide back to open and forward to close and a third vent, which is an exhaust vent towards the back. They're VERY simple to operate with gloves on which is nice. It's very easy to become familiar with their location and operation which makes using and adjusting them quick and safe while riding.

On cold days the ventilation might be a little too good. You can actually feel a bit of air leaking into the helmet via the vent and it seems to hit you just above the centre of your eyebrows where the inner liner touches your forehead. Apparently Shoei is aware of this and that some people have expressed some dissatisfaction with it. They indicate the helmet is designed to flow a little bit of air through the intake even when closed to keep things fog free. You can get special piece, which according to Shoei fixes the issue, if it bothers you.

This season so far has been a good test of cool weather riding with this helmet. It's typically been in the 2-6 degree celsius range for my rides to work in the morning and I can definitely feel the air leaking in a bit at the top/front of my head. It's not so bad but I may see about getting that fix just to see how it works and if it makes the ride more comfortable. The area under my chin gets the most cold air on the ride in to work and that's not really a helmet issue - I'd need a balaclava or neck warmer to cut the draft coming over the top of my jacket and under the helmet.

FACESHIELD/OPENING: The shield is great quality and vision through it is fine. No complaints there. The opening allows for excellent peripheral vision and I haven't had any issues seeing while tucked down. Upwards and downwards vision is excellent.

The shield has lots on indentations so you can open your helmet just a crack if needed and seals very solidly against gaskets. There's one spot on the visor to flip it up and it's on the left side of your head so when you're riding and want to adjust it I tend to use my throttle hand so as to avoid any jerky one handed throttle inputs while doing that adjustment. This means that you're crossing your hand over the opposite side of your head to open the visor. It becomes second nature after a bit but some helmets have the tab on both sides. Aerodynamically I suppose having it on just one should minimize noise.

FOGGING: The shield seals really firmly and in cool weather (used without the included pinlock system) I've had some fogging issues. Whenever I'm stopped I get fog and have to crack the shield open to clear it. It clears very quickly but it's more than a little fog - it's a lot. I've been cleaning the shield with Plexus but probably not enough admittedly. I'll have to find a product small enough to fit in my tail bag so I won't have any excuses. I really need to get that Pinlock shield in place as that may rectify the fogging I've been experiencing. (I'll update the article once I'd tried it out).

UPDATE: Tested out the pinlock system - SUCCESS! The pinlock system works wonderfully. No fogging at all. I do wonder why the pinlock system is so necessary with this helmet though. Even just putting the helmet on inside it'll fog up without the pinlock.

INNER VISOR: The inner visor has no indents - it operates smoothly through its entire range via a lever on the left side of the helmet. If you've ever had a dark inner visor on a helmet I'm sure you enjoy this feature. Honestly, I didn't use it much on previous helmets I've owned but this one is fantastic. The optical clarity is superb and I find it actually improves my vision on sunny days. I use the inner sun visor a lot on this helmet. Its fantastic when you're riding into the sun. As opposed to wearing a tinted visor this one is there when you need it and gone when you don't.

The optics quality is excellent and it has sufficient range so the bottom edge doesn't provide a visual distraction.

From the Manufacturer:

Multitec’s modular design was used as a backbone, analyzed with scrupulous eyes, and tweaked ever so slightly to yield the most progressive flip-up helmet on the market today—the all-new Neotec. Boasting improved shell aerodynamics, a wider and taller field of vision, a reduction in wind noise, an internal sun shield, and a fully removable, washable and replaceable liner system, the Neotec is the next level of modular helmet design for today’s hybrid motorcyclists.

The Neotec’s flip up design offers the convenience and versatility of a full-face helmet that converts instantly into an open-face configuration. Utilizing an enlarged lock release button to facilitate easy handling with gloves on, the Neotec’s lightweight chin bar and face shield rotate with smooth precision on a single axis point, yielding the seamless versatility of a true two-in-one design.

For more information and details specs for the Shoei Neotec be sure to visit their website HERE.

Canadian MSRP pricing is $759.99 -$779.99 but you can pick one up online in the $683.99 - CA$701.99 range for a solid colour.

New Trends in Motorcycling – Automatics!

noreply@blogger.com (Canadian Motorcycle Rider - Featured Contents) — Sun, 25 May 2014 00:51:00 +0000

It’s time for a major change in motorcycling.

Really? How many times have you heard that one. It’s interesting – over the years, motorcycles have experienced some amazing technological advances – ABS, Traction Control, Ride-by-Wire, Active Suspensions…even specialized protective gear. All of these technologies are aimed at providing extra safety for our riding pleasure. They’re all good.

Ridley Auto-Glide

But what technologies and inventions have you seen that make biking easier? Well, you might say, today’s advanced bikes are better balanced than yesteryear’s – and you’d be right. But I really mean ‘easier’.

- Easier to learn to ride, easier to ride, easier to cruise.
- Easier for novices and aged drivers alike.
- Easier for those who have never used a clutch.
- Easier for those who’ve never been exposed to the bare-bones riding elements, as we have.

Ergonomically? With changes in hand controls, brakes, electronic ride controls? Nothing.

Oh, wait a minute! Everything!!

Some manufacturers have made shiftless bikes – automatic or shift-free bikes using CVT transmissions. Great news!

And how have Canadians fared in this area? Horribly.

I wonder why. To start with, Canadians are getting older… here are some facts: 1 in 5 Canadians are now aged 65+, and by 2013, that will be 1 in 4^*1. In fact, back in 2012, 21 per cent of Canadians were over the age of 60. By 2030, that proportion is projected to rise to about 28.5 per cent, and by 2050, 31 per cent — nearly a third of all Canadians^*2. When these seniors want to continue motorcycling (with arthritis), it’s only a matter of time until their hands and feet find shifting tougher and tougher. Here’s another example, having nothing to do with age - You want to ride with your friend or spouse or mistress (good for you!), but he or she doesn’t want to learn how to use a clutch. Do you just give up, or get your friend or partner a scooter?

Well, you’ve seen my articles on next-gen scooters and how great they are, that’s one way to go. But, some bikers only want motorcycles – and who can blame them for all they offer? So, if you chose motorcycles, you now have 2 choices - ‘automatic’ (gas) motorcycles, or electric ones.

Automatic motorcycles aren’t new. Honda had introduced them some years ago, but because the bike was expensive and improperly weighted, it wasn’t a runaway success. Either was the Aprilia Mana, or the Ridley Auto-Glide. That’s too bad, as that early lack of success ruined the path for Honda’s revolutionary CTX-700N DCT model in Canada. Automatic motorcycles look, handle, and are as powerful as the motorcycles we’ve been used to. But when it comes to shifting, they use a CVT-like transmission, allowing the rider to concentrate on other biking essentials, such as balance, monitoring traffic and road conditions. Only upon very close inspection would anyone realize your motorcycle is shift-less.

Aprilia 850 Mana

Honda’s CTX-700N DCT

So, what choices do you have if you want an ‘automatic’ motorcycle in Canada? Well, this is where the short-sightedness of various manufacturers has let us down. It’s not news that Canada poses an issue to vehicle manufacturers – because of our unique vehicle regulations and inordinate taxes, we often get the dregs of their vehicles. For instance, I had a MazdaSpeed 3 (great car!) and I didn’t get anywhere close to the interior goodies that Americans got - for a far higher price. The same principle applies to motorcycles. So, that’s one reason why we don’t get the same varied bike selection as our fellow Americans. The other reason is Canadian marketers – far fewer vehicles are sold in Canada, so analytically obsessed marketers must be sure those sales will occur. As a result, while American Honda dealers are seeing resurgence in DCT automatic motorcycle sales, we don’t even get the choice of being able to buy one. You can always buy one in the U.S. (this is OK with Transport Canada’s rulings), but you’d need to check with Honda Canada if you can transfer warranty. Regardless, you’ll pay a fortune in extra taxes & transportation.

Back to Honda – they’re way ahead of the crowd with the CTX-700N DCT. The ½ Honda Fit power-plant’s low-slung’s centre of gravity makes riding and balancing this bike easy, especially for beginners. All controls are within easy reach and quite ergonomic – sit on one and you’ll know what I mean. Its suspension is competent; its street manners are near-perfect. By no stretch of the imagination is this a street rocket, but it’s not meant to be. Pricing is within just about every biker’s reach. This is a thoroughly modern bike line, so kudos goes out to Honda for their foresight. But… we Canadians don’t get to celebrate. And Honda wonders why the standard (ie shift) models in Canada are selling fine, but not wildly! Honda – you came so close – but no cigar for your Canadian market managers.

Suzuki used to have an automatic model, the 1982 model 450, but discontinued that a long time ago, and Honda had a 2-speed model also – they were way too early for the world to embrace them. The other well-known Japanese manufacturers (Kawasaki, Yamaha) have shown little interest in getting to this market area, but if they watch the world markets, they should.

Brammo

Zero S

Now, onto electric bikes. Yup, you’re going to pay a premium for ‘going green’, but you have a few choices – Brammo or Zero. These belong more to the crotch-rockets than cruiser type, but they can still do the job. Watch out for any range-anxiety long-distance trips, but for cruising around your neighborhoods, they’re quick, effortlessly powerful, and…wait for it… ridiculously quiet. In a way, they’re safer than any other type of bike, as you can literally hear all the traffic around you. The problem is – they can’t hear you. So, now you have a dilemma, in deciding if you want a Harley-type noise-maker rattling your brain, or a quiet-as-a-green-forest glider that those 4-wheeler drivers can’t hear. The unfortunate part of this decision is that you’re not looking at any high-volume motorcycle manufacturer, nor are you looking at any firm with head offices in Canada – so getting parts will probably be lengthier and pricier than normal. But, they’re electric, clean, reliable, and … so cool! These 2-wheeled versions of Teslas will attract any crowd – they may be the ultimate ‘pick-up’ bikes!

Again, Canadians lose out, unless you find that the ‘electrics’ are becoming more prevalent and well-supported closer to home. When was the last time you saw one on the streets?

Regardless of your choice, every motorcycle maker should be trying to increase their market breadth and reach, and realizing world demographics and aging and those growing wants and needs, going automatic is the fastest way. Hopefully, they’re listening, for both their financial rewards, and our biking enjoyment into our golden years. In Canada.

*1: Canada GDP Growth, Standard Of Living Could Take A 20 Per Cent Hit From Aging, Says BoC; Posted: 04/ 4/2012 6:01 pm Updated: 04/ 5/2012 8:42 am

*2: CBC - How Well Is Canada Dealing With Its Aging Population? October 1, 2013

Enjoying the Roads of the Kootenays

noreply@blogger.com (Canadian Motorcycle Rider - Featured Contents) — Sat, 24 May 2014 23:52:00 +0000

My partner Toby and I are lucky enough to live in Canada, and more specifically the outskirts of Calgary amongst undeniably beautiful scenery and landscapes. In my honest opinion, there is no better way to enjoy all that the area, has to offer than on a motorcycle (or sat on the back of one in my case on this particular occasion!).

We regularly get out for rides and usually opt to ride together on one bike rather than taking the two of them out. We both find that the views and the company can be best enjoyed this way. During one long-weekend a month of so back, we opted to head over to the Kootenay Region of British Colombia. I had been to the area once before as a youngster and remembered being struck by the idyllic scenery. Ergo, we decided that it was the ideal spot for a ride, so we packed lightly and hit the road. It was a long trip from Calgary, which we broke up with a night in a B&B and we rocked up at our chosen campsite late afternoon.

Day One

We woke up in our tent at the Toad Rock Motorcycle Campground. A friend had suggested this place to us, and it turned out to be a stellar recommendation. The route that Toby had planned out for us the first day would take us from the campsite, nearby Balfour, across the lake to Kootenay Bay, down to Nelson and then we’d complete the circuit by heading back north to Nelson. This route is approximately 215km and would take us between 3-4 hours riding at a comfortable speed with no stops.

Day one: Toad Rock Campground

We had excellent weather for the first day, clear skies and a warm breeze. It was just eight miles down the road to the ferry port and we were on our way across the lake by 10am. It was a smooth and comfortable trip across and with the sun on our faces and the mountains to look at; it couldn’t have been any more enjoyable. We landed at Kootenay Bay and drove off to truly get our road trip under way.

Kootenay Lake

The Kootenays or the Kootenay to Region takes its name from the presence of the Kootenay River. The Lake is part of the river and has become a popular tourist destination, particularly during the warmer summer months. The ferry crossing that connects Balfour and Kootenay Bay runs all year round and is completely toll free. It’s a useful way to quickly and conveniently (45 minutes) access the other side of the lake and is a great way to relax with the wind in your hair.

Kootenay Lake

The lake is long and narrow and being situated between the Selkirk and Purcell mountain ranges, ensures that the views are never anything less than spectacular. As well as the scenery, the lake offers numerous species of fish including rainbow trout, yellow perch and kokanee salmon. Many people come to this spot to charter a boat and head out on the lake to see what they can catch.

Creston and back to base via the beach!

We took Highway 3A along the shores of the lake, all the way down to Creston. The roads are in good condition and there are plenty of twists with places to stop and snap a few shots. We stopped briefly in the valley of Creston and sampled a glass of Kokanee Beer and bite to eat. The beer has been brewed here since 1959 and wasn’t half bad at all. From here it was back up north through Trail and Castlegar to Nelson. Between Nelson and Balfour we came across Kokanee Creek Provincial Park and decided to make another stop. Here we found a number of stunning beaches, some business than others. It seemed like a very fun and enjoyable spot to come back to with children. We found a good looking restaurant nearby and then retreated back to base at Toad Rock.

Kokanee

Toad Rock

Toad Rock Motorcycle Campsite is located almost exactly between Balfour and Ainsworth on Highway 31. It takes around half an hour to get to the city of Nelson from the campsite and just a few minutes to reach the ferry port at Balfour for the crossing to Kootenay Bay. It is a cheerful and affordable campsite with plenty of space and lots of opportunities to meet fellow bikers. Its location on the lake couldn’t be more ideal. There is easy access to a number of popular and world-class bike routes, as well as small and charming heritage towns, swimming spots and restaurants.

In general, Toby tends to be more in favour of the camping than I am, but at this particular campsite I too enjoyed the atmosphere and the setting. There is plenty of space so you can set up somewhere quiet and out of the way but also a lovely little covered area, which has been aptly named the social pavilion. Here, I and enjoyed a game of pool or two with the owner, whilst Toby got chatting about the days ride amongst other things. The toilet facilities were as well as can be expected at a campsite in the middle of nowhere. Besides, anything that the campsite lacked was made up for immeasurably by the mountain backdrop and wild scenery. The hospitality of the owners, Grant and Marty, made the experience all the more enjoyable.

Day Two

Tony and I both woke up slightly achy from a combination of riding and camping but eager to set off once again for more of the breathtaking sights of the Kootenays so we gear up and get ready to for that. This time we would give the ferry ride a miss with a route that required us heading straight up north to the quirky and charming village of Kaslo. From here we would continue on to New Denver, before completing the circuit by returning once again to Nelson. This route was almost the exact same distance as the previous day at roughly 216km. Again 3 or 4 hours would have been perfectly manageable, but where’s the fun in rushing?

The road to Kaslo

We travelled north on Highway 31 and it wasn’t long at all before we reached Ainsworth Hot springs. Ainsworth is a small and historic village with a tiny population of just 10 people. We only passed through on this visit, but we may well be back for a dip in one of the naturally hot water springs and to visit the Cody Caves.

On we went to the wonderful and beautiful village of Kaslo. This place is well known for its natural splendour and quaintness, and has a population of just over 1000. For us it was the ideal time of year to visit, with just the right about of people to create a good atmosphere, without the hustle and bustle of too many tourists. During our time here we were informed of the summer jazz festival, which sounds like a lot of fun and we may well return for.

Village of Kaslo

Kaslo to Nelson via Slocan Lake

From Kaslo we headed across to New Denver in order to see what Lake Slocan had to offer. We weren’t disappointed. The views again are outstanding and there is so much wildlife to look out for as well as taking in the scenery. Over the two days we saw numerous impressive birds including bald headed eagles and osprey. Deer were abundant on the ground and we caught sight of a black bear, although couldn’t get the camera out in time! From here it was back south to Nelson and the familiar road back to base.

All in all it was one of our more memorable bike trips and we will certainly return to the Kootenay Region in the not too distant future.

Do it in a day and alternative routes

For those people wanting to do as much as possible in just one day, there are a number of options for incredible routes. Creston to Kaslo and then possibly on to New Denver at Slocan Lake would give you the chance to make the ferry crossing and also see a good portion of the Lake Kootenay. Another choice would be to again start at Creston but then head to Nelson after the crossing. This will allow you to experience some of the areas best roads. Of course, there are numerous routes and options to take. The longer you have here the better because there are loads to see and plenty to do, so enjoy the incredible settings and make the most of your time here!

About the Author:

Dewayne Jasper has been riding for over 6 years and currently rides a Kawasaki Ninja ZX6R; you can also follow him on twitter and know about his riding.

Dewayne endorses buying motorcycle equipment at http://www.motorcyclehouse.com

Book Overview: The Essential Guide to Motorcycle Travel Planning, Outfitting, and Accessorizing

noreply@blogger.com (Canadian Motorcycle Rider - Featured Contents) — Sun, 02 Mar 2014 02:24:00 +0000

A revised version of The Essential Guide to Motorcycle Travel has been published and it's well worth a look if you're planning a trip. There's tons of pictures and while some of them appear to be kept from the 2007 version you'll still get the idea. A camera mount for example might have a 2007 edition of a camera - tough to keep up with the technology there but the mounts will still work fine with more modern gear.

Overall we'd say it's a highly useful book if you're interested in motorcycle travel or if you're already motorcycle traveling and want to learn some new tricks. The updates are mostly related to the latest information on using and integrating mobile and Bluetooth communications, GPS navigation, high-efficiency lighting, action cameras, and high-tech materials and fabrics.

Full details here:

Touring on two wheels is one of life’s simple pleasures. And learning how to do it right can help keep it that way. This new 2nd edition of Dale Coyner’s popular Essential Guide to Motorcycle Travel is full of the collected tips, tricks, and advice of seasoned travelers and experts from the motorcycling community that help to maximize the ride, while minimizing lessons learned the hard way. In sharing their broad experiences, along with his own, bestselling author and straight-shooter Dale Coyner offers up the wisdom riders need to plan their own dream trips, accessorize their bikes, outfit themselves and their passengers, and deal with contingencies as they inevitably arise, whether out for a day-trip on home turf, a riding vacation in another part of the country, or preparing to conquer the far asphalt reaches of the globe.

Coyner leads both newcomers and veterans step by step in the right direction, outlining a template for estimating mileage and expenses, and offering advice for evaluating the many excellent gear and apparel choices veteran riders use to stay warm, cool, and dry in the face of the elements. Small adjustments to ergonomics can also make big differences in comfort. Numerous and versatile luggage options can be mixed and matched to keep gear secure, and trailers can open up new possibilities for camping or hauling necessities.

Since the fun factor decreases when things aren’t fundamentally safe, Coyner also teaches how to manage the variables under every rider’s control, which can include choosing tires and accessory lighting, packing well, performing preventive maintenance, and adding electrical gadgets responsibly. Today’s two-wheeled travelers can easily integrate into their cockpit all the benefits and convenience of smartphones, Bluetooth communication, digital entertainment, GPS navigation, and action cameras, and Coyner shows you how. Knowing what is available and how to install it allows one to make savvy choices that will increase enjoyment on the road.

And, after all, isn’t that the whole point?

About the Author:

Dale Coyner is an avid, experienced motorcyclist and the owner of Open Road Outfitters, a motorcycle accessory shop in Sterling, Virginia, that specializes in the sale and installation of motorcycle trailers, lighting, and electronics. His first book,Motorcycle Journeys Through the Appalachians, remains a popular guide for motorcyclists planning trips through the mid-Atlantic and his newest touring guide,Motorcycle Journeys Through North America, catalogs and describes the iconic destination highways that have inspired riders over the decades to take to the road.

In 2006, Coyner was appointed to the Governor’s Motorcycle Advisory Council for the Commonwealth of Virginia to promote motorcycle tourism, safety, and economic development. He speaks frequently at rallies and motorcycle club meetings on motorcycle travel and related technical topics.

Format: 8.25 x 10.5 inches
Pages: 189
Art: approx. 275 color photos and illustrations
Retail price: $27.95 USD
Amazon price: $17.55

Amazon.ca Widgets

Motorcycle Journeys Through New England

noreply@blogger.com (Canadian Motorcycle Rider - Featured Contents) — Sun, 27 Oct 2013 00:43:00 +0000

Here's a new edition of the always well done Motorcycle Journeys Through series from WhiteHorse Press covering New England. New England is a close ride for a huge population of riders. I've personally been to many of the States covered in this book and must say that there are some fantastic roads and scenery.

Full details:

Center Conway, NH, June 2013—Whitehorse Press has just released an all-new edition of one of its most popular touring guides, Motorcycle Journeys Through New England, just in time for riders to make the most of the riding season.

New England has everything a motorcyclist could want: twisty, historic roads; wild and scenic vistas; and interesting, quirky, accessible destinations worthy of stretching your legs. Vermont native and moto-insider Ken Aiken thoroughly covers Vermont, New Hampshire, Maine, Massachusetts, Connecticut, and Rhode Island in 28 routes that catalog the very best they have to offer, from shoreline to summit.

The pace of touring on two wheels is especially well suited to appreciating and pondering the forces—both natural and man-made—that continue to shape New England. Many of the most popular riding roads evolved from native and pre-colonial trade routes, which may have begun as game trails. Routes rise, fall, and sweep with contours that follow a rugged terrain initially traversed during a slower time. Few books before this one have offered up as many regional gems to touring riders. In addition, Aiken has tapped into his lifelong interests in history, architecture, geology, and industry to offer up fascinating tidbits of local detail, adding colour and context to the extrasensory movie that will be playing on your visor.

This all-new edition of Motorcycle Journeys Through New England features full-colour maps with turn-by-turn directions for each suggested route, along with updated information for motorcycle-friendly services, memorable lodging and dining, and points of interest that take you off the beaten path.

Ken Aiken is the author of Motorcycle Journeys Through Atlantic Canada and Touring Vermont’s Scenic Roads, and has written feature articles and reviews for most of the major motorcycle touring magazines in North America. For more than a decade he has been a seminar speaker at Americade in June, and more recently has been the U.S. representative for motorcycle tourism in Canada for the Charlevoix, Mauricie, Saguenay, and the Maritime regions of Québec.

Details on Motorcycle Journeys Through New England:

Softbound, 5-1/2 x 8-1/2 inches, 352 pages, colour illustrations and relief maps, detailed route instructions, $27.95. Copies will be available at your local bookstore, motorcycle dealer, or can be ordered in advance directly from the publisher, Whitehorse Press, 107 East Conway Road, Center Conway, NH 03813-4012. Telephone toll free 800-531-1133 or visit their web site at www.whitehorsepress.com.

Maxi-Scooters = Maxi-Blast! Episode 2

noreply@blogger.com (Canadian Motorcycle Rider - Featured Contents) — Sat, 06 Apr 2013 19:34:00 +0000

Written by: Stephen Sacks, MBA, P. Eng.

- Stephen started motorcycling in 1968. When he's not riding he leads a Telecom Marketing Consulting firm. He lives in the country so he can enjoy motorcycling, bicycling, canoeing, kayaking, and powerboating.

“How do I choose the best maxi-scoot for me?”

When we last met, we discussed the maturing of maxi-scooters – the latest generation is action packed and every bit as fast, fun & comfortable as today’s motorcycle cruisers and sport-bikes.
So, we’ve now come to a spot where you may be asking “How do I choose the best maxi-scooter for me?” I’ve read article after article, blog after blog, forum after forum, and none of them strike home with real-to-goodness answers for me. So - here goes:

What’s important to you? Raw acceleration or top speed, cruising comfort or city prowess, highway weight or lightweight agility, European or Modern styling.

Let me put all this in perspective, and then you’ll be able to sort, separate and prioritize – and it’ll all become crystal clear.

1. Intended Usage: City, Highway or both? More often than not, scooterists want a vehicle that will be equally at home in the city and on the highway. Well, guess what, folks? You can’t have a machine that is as agile in the city as it is graceful on the highway – those capabilities represent different physical qualities. For a machine to be nimble in the city, it needs a short wheelbase and a lightweight chassis. For it to be at ease on highways, it needs hefty weight, as well as a long wheelbase. The trick? Look for a machine that is compromised close to what your best guesstimate will be for your ratio of highway to city driving. For example, if you think you’ll have a 75-25% of highway to city usage, go for a maxi-scooter with a long wheelbase and reasonable weight, such as a BMW C650 or a Yamaha T-Max or Majesty. For the opposite, a 25-75% usage, go for a shorter-than-normal wheelbase scooter that tends more on the lighter side, such as a Kymco 300i Downtown or a Honda PCX150. Of course, these machines can also take highway use, but are aimed more towards city-going.

2. Performance Quotient: Are you power-hungry, with a love for blazing acceleration, or do you tend to like highway cruising, for its steady-state level of serenity? Choose wisely – and remember that we live in a country dominated by police forces. None of us want a get-me-to-jail trip, and many maxi-scoots will do just that if you’re not watching that speedo like a hawk. So, that lightning-quick maxi-scoot that’ll do 0-100 kmh in 4 seconds may cost you more than you think. Also, remember that torque is what gets you to speed fastest, but it’s HP that keeps you there. So, examine the power-band of each engine with regards to both HP and torque (not just HP) and be cognizant of where in that band you’ll get maximum torque. A vehicle that has gobs of torque but only at high rpm does you little good if you want acceleration and you’re not close to the stated rpm, and ditto that for HP.

And this can get tricky – most manufacturers do state where in the power band you maximize HP and torque, but few state the curve or flatness of the power peaks. Watch out – if you know you’ll use this machine on the highways and it’s geared for mainly city use, your need for power may not match the power band curve of the bike and you’ll end up unhappy. Pay close attention to this one.

You’ll see me compare Power-to-Weight ratios of many scooters; and while that’s good information, it certainly doesn’t tell the whole story. Beyond question, the best way to figure out if a bike has the power that you want, where you want it, is to take it for a spin, in the riding regime of your choice (city or highway). For example, for highway use, you may find that for your needs, a Suzuki Burgman 400 may do the trick on highways, versus a larger Honda Silverwing 600…it’s all how it feels to you.

Scooter Comparo

You’ll note that I’ve mostly left the Comments section open for you to fill in, and have left the Comfort Level line totally open for your thoughts in that area. Also note that seat and riding comfort is a combination of seta height, vehicle weight, wheelbase and steering feel, so it’s not just one of these details that will determine your personal comfort level. I can’t get all the maxi-scooters available here (there are more from BMW, Peugeot, Piaggio/Vespa, Kymco…etc., but this chart shows the most popular scoots around.

3. 1 or 2 up? My bet is that if you opted for raw performance, this is a non-question. By the same token, if you opted for cruising, there’s probably a good chance you’ll want to ride 2-up. The corollary here is obvious: what percentage of your riding time do you intend to ride with your partner? Like motorcycles, there can be a huge difference in driving experience and feel when you’re alone, or with someone. Overall vehicular weight changes, of course, but so does the overall center of gravity and center of roll, for a totally different feeling of stability. Even aerodynamics will be slightly altered, as well as fuel consumption, so be aware.

Be aware, too, that if you intend to do most riding with another person, you should lean towards a higher power-to-weight ratio than otherwise. The last thing you want is to have insufficient power to climb hills and accelerate well on a highway.

4. Styling:

a. European or Modern? Hey, we’re human, and this is an important part of our decision! All of us have innate thoughts of how we view ourselves, and how others view us, on our machines. Like cars, this is no different – you want a positive feeling here, not a “I don’t want to be caught dead being seen on this thing” attitude towards your scooter.

Scooters have been around for years, and populate Europe and Asia-Pacific markets. It’s not unusual to see a scooter in Europe with 80,000 kms on it! Those machines are styled for those markets – even some of the latest European-styled scooters look somewhat vintage and retro. European max-scooters feature very upright seating, straight-arm steering and large seats. Oftentimes, you’ll see no hump between the drivers’ legs (ie a straight-through design that doesn’t require a leg to be lifted over to the other side to get on the seat). Many European drivers actually use this area, very ingeniously at times, for storage, such as groceries. The European look is unmistakable, and is cherished by some, and hated by others. This is also the look that many Taiwanese, Chinese and Korean scooters have adopted.

Modern-styled maxi-scooters, on the other hand, have aerodynamic front fairings for maximum weather protection, usually with an integrated windshield, and oftentimes a frame/hump between the legs. They resemble ultra-streamlined motorcycles, and have cutting-edge futuristic shapes. This Modern (mainly Japanese, but oftentimes of European manufacture also) look is unmistakable as well, and often features a more relaxed seating position than their European counterparts.

Just pick whatever styling fits your taste – there is no right or wrong here.

b. The ‘fit’ quotient: Here, there IS a right or wrong! It’s obvious that proper fit will lead to higher vehicle satisfaction, but some aspects of finding the right fit aren’t obvious at all. For instance, seat height is very important and just about always shown by manufacturers. You figure out your inseam, and go from there with a seat height that is less than or equal to that dimension. What you don’t often hear about is seat width, and that measure tells all about your legs being able to straddle the bike comfortably (or not). While you can buy aftermarket seats from Corbin or Shad that can sometimes lower the scooter seat height, they aren’t always able to reduce seat width. I had a Yamaha T-Max that was just a bit tall for me, but it was way too wide for me at the mid-seat area, and I ended up selling the bike to move to more comfort and ease of riding (but I do miss the T-Max’s incredible performance!).

Weight and balance is also of vital importance. Many European maxi-scooters are weighted a bit higher up the chassis than their Japanese counterparts. For riders used to this, there’s no problem. For others, this weight higher up could make some riders ill at ease with their bikes. Once again, a long test ride should tell you if a bike feels right or not. You’ll note that the 400-650cc bikes weight a lot more than the 300cc offerings – so if you’re uncomfortable with the extra weight of the larger machines, stick to the smaller ones.

To garner a feeling of how each bike feels to you, start in the showroom: take the bike off (both) stands and sit on it. Can you flat-foot with both feet? If not, and you’re on your tip-toes, you can still ride that scooter, but you may not feel comfortable when you hit some undulating hills and have even less foot control once you park. Rock the bike from side to side – does it feel comfortable to do so? Walk it forwards and backwards – can you do that with ease? Turn the wheel and again walk forward – does the scooter feel secure to you, or is its weight and wheelbase starting to feel uncomfortable? Take your time here, as this is an iterative, trial-and-error choosing process, so let the salesman give you some time to feel out each bike. This is where the vehicle will feel too large or small, heavy or light, or just right…so pay close attention.

If you do plan on riding 2-up, ask the salesman if the rear suspension is adjustable and has preloads. If it does, you know that the manufacturer has added features that are well thought out for 2 riders, and this is an example of foresight on their part. A suitable example is the Piaggio BV 350, which has a variety of preload adjustment to the rear suspension.

Another part of the ‘fit’ quotient is your desired comfort level. Check out your intended scooter on the highway, and feel any wind buffeting, cross-wind effects, suspension travel over bumps, power at various speeds, mirror placement, braking feel, and general handling during corners. You may be surprised at the differences you can feel on various maxi-scooters at 100kmh when a tractor-trailer flies past you on the opposing traffic lane. When you return the bike, check something that seems to always be forgotten – how easily can you get the bike on its centre-stand? Put it all together, and then you can understand what level of refinement you really desire in your max-scoot.

5. Price Limitations: Why did I leave this question for last? Because I wanted to ensure you were picking the right machine for your needs, wants, and especially ‘fit’…and only now can we check on pricing, whether it be a new or used machine. Just like cars, you can pick a brand new scooter with all the bells and whistles and warranty, or you can hop onto AutoTrader.ca or kijiji.ca or visit many dealers and find good choices for pre-owned vehicles that have already depreciated.

Watch out for the goodies you may want but may not need: ABS, traction control, radios, intercoms…the list goes on. Personally, I go for all the safety items and leave the radios, but again, each to their own taste.

If you’re new to scootering, I highly suggest the latter as your first choice. After a while, you will hone in on what’s best for you, and then you can resell your used machine and go for a new machine with the styling, fit, finish and power you’ve yearned for.

So we’ve now come to a spot where you may be asking “Coming trends in the Canadian maxi-scooter market”

Read on…in our next session.

“Keep those wheels on the road”.

Stephen

Extra Info:

Check out Part I of this article: Maxi-Scooters = Maxi-Blast!

Maxi-Scooters = Maxi-Blast!

noreply@blogger.com (Canadian Motorcycle Rider - Featured Contents) — Mon, 04 Feb 2013 02:19:00 +0000

Written by: Stephen Sacks, MBA, P. Eng.

- Stephen started motorcycling in 1968. When he's not riding he leads a Telecom Marketing Consulting firm. He lives in the country so he can enjoy motorcycling, bicycling, canoeing, kayaking, and powerboating.

There’s a lot going on when it comes to motorcycles in Canada. There are touring, sport, off-road and a million other categories. Motorcycles are all the rage, and with the latest addition of safety and convenience features like ABS, energy-absorption chassis, embedded rear-view helmet mirrors, Bluetooth stereo intercoms, and more, who wouldn’t want a motorcycle?

Scooterists.

What? Sissy-bikes? I don’t think so. Think again…

Yamaha's TMAX

Today’s maxi-scooters, with anywhere from 300 to 850cc, will keep up to any touring bike or cruiser, with at least their level of comfort. But, the scooter’s CVT transmission means the driver doesn’t need to shift, as motorcyclists do. That may not seem like an issue (“hey, I’ve shifted for years and years and it’s second nature to me”), but in a drag race, the similar displacement scooter will beat the motorcycle every day of the week – with not a millisecond wasted on shifting!

Hmmmm… The maxi-scooter will also handle as well as any motorcycle, but you knew that. They have low cg’s because their motors, fuel systems and drivetrains are low. With 13” – 16” wheels, their center-of-roll is also low, so you’ll see some max-scooters keeping up with sport-bike handling. Take a look at this Honda Silverwing in a slalom:

(NOTE: Do yourself a favour and MUTE your sound before launching this video!)

What you didn’t know was the inherent storage space of all maxi-scooters - most of them will hide two helmets, an e-book, a laptop, a smartphone (and charge it, too), and 100 condoms. Sure, they can also have rearward ‘top boxes’ and many do, but many find they ruin the aesthetic look of the machines, and don’t use them. But, should you want side bags, they’re plenty galore:

Suzuki Burgman with side-bags

What about their mileage? Really, are you thinking of gas mileage when you ride, or choose your ride? Probably not. But, in any case, maxi-scooters will again get you at least as far on a litre of gas as any motorcycle. So, there’s no problem there, either.

Maxi-scooters are even beginning to look like sport-bikes. I’m not referring to those vintage looking Vespas, no. Take a look at the new breed of scoots: Yamaha’s T-Max, Honda’s Forza, BMW’s C650, Kymco’s 300i, and you’ll see what I mean. You can do 1,000 kilometers on these ‘bikes’ without creasing your jeans!

So, what’s the downside of these great, misunderstood machines? Ah…here’s the rub:

1./ CANADIAN ‘MARKETERS’: Maxi-scooters are in just about every country of the world, whether 1st or 2nd or 10th world countries. They’re efficient, fun, fast, sporty, and amazingly reliable and convenient. In many countries, these machines are peoples’ only mode of transport. And ‘almost’ every country gets the latest and greatest models – except Canada. In every sense, we’re the equivalent of a European country, where you can buy the best of the best from Italy, Japan, Taiwan, or France. Yet Italy’s Piaggio chooses to bring in very few of its latest gen max-scooters. Instead of bringing in their world-beating X10-350, they brought in their BV-350. Other than styling and name, it’s a great bike, but would you ride a bike called ‘the Beverley’? I didn’t think so. It comes down to being lumped in with the States, and they too, haven’t received the latest generations of these great machine from around the world. We do have the market - witness that Chrysler/FIAT’s 500 sales in Canada blew the doors off their U.S sales counterparts! So, it ends up being the marketing departments that just don’t see clearly. Yup, it’s as simple as that… marketers missing their mark and sand-bagging their sales targets.

Take a look below and tell me what you think:

2./ PREJUDICE: Try out a maxi-scooter. Wait – you want me to drive one? SURE. Give it a go and you’ll see what I mean. And no, you don’t need to be Italian to ride one. (“Two men ride into a car wash; which one is Italian? The one on the scooter”).

When motorcycle journalists tried the previously-mentioned Piaggio BV-350, they commented that “roll-on and mid-range acceleration should be reviewd by the FDA as a drug…. 33 horses and torque to match under 400 pounds means giggling-fun acceleration”. Yup, it’ll keep up to a cruiser, maybe even a similar-cc sport-bike. Twist that throttle, and you’re gone! No lag, no shifts, now waiting…. Just right-now, effortless acceleration! What a blast! Try this on a more powerful scooter, like the T-Max or the BMW, and the acceleration gets even better. This is max-adrenaline on a maxi-scoot! I have a Can-Am Spyder and a max-scooter, and while the raw power of the Can-Am suggests it will out-accelerate the scoot, that’s never been the case.

Give it a head-to-head ride comparison: yup, take the challenge. When it comes to your next bike, before you plunk down the bills for that cruiser, take it out for a ride. Now, look at a T-Max or Majesty or BMW or others, and take one or more of them out for a ride. Which ride was more fun with the higher level of comfort and satisfaction? You may choose the motorcycle or the maxi-scooter, but at least now you’ll know when you see that scoot pass you on your next highway trip, why you made the decision you made.

So, if we can get these manufacturers (just about all of them) to get off their butts and actually check out Canadian pent-up demand, you can get the chance to actually try one of the latest gems out. Will you be shocked!

So we’ve now come to a spot where you may be asking “How do I choose the best max-scoot for me?”

Read on…in our next session.
Keep those wheels on the road.

The Georgian Bay Circle Tour

noreply@blogger.com (Canadian Motorcycle Rider - Featured Contents) — Sat, 08 Dec 2012 13:25:00 +0000

Closer than expected, beyond your expectations
Story and photos by Dustin A. Woods

There is no more relaxing way to spend a vacation than taking a trip on motorcycle. Free from the distraction of e-mail, phone calls and various handheld devices that monopolize our time and attention, being at one with the open road allows time for reflection and refuge from the daily grind. How often do you see motorcycles parked outside of a therapist’s office? Exactly. Whether your first excursion of the season, or possibly ever, there are certain essentials that one should aim to achieve. The ideal first roadtrip shouldn’t be too ambitious but should still involve travelling a decent enough distance to get outside of your area code and comfort zone – the weekly ride to Starbucks doesn’t count.

Regardless of whether I camp or stay in a hotel, I always have a general idea of where I’ll be sleeping but leave plenty of flexibility for spontaneity and misadventure. I find doing a little research beforehand goes a long way to allowing you to learn about where to go and what to do. Unlike driving a car, you will be exposed to fatigue and the elements, so plan your itinerary and attire accordingly. Hope for the best but plan for the worst; that includes packing both raingear and sunscreen, a GPS or even a good old fashioned map, first-aid and tool kits. Better safe than sorry.

For my first trip of the season, I had a free weekend at my disposal, a 2012 Harley-Davidson Street Glide CVO and a full tank of gas. How much can you explore in between quitting time on Friday afternoon and role cal Monday morning? You’d be surprised. I did some sniffing around and found that Georgian Bay offers a surprisingly diverse selection of scenery and options for places to play and stay. It is a perfect distance because it is off the beaten path but won’t take long to get there and back. There is also plenty to keep you busy if you have more time to spend.

Being the summer solstice, I decided to take advantage of the longest day of the year by scoping out as many beaches as I could over the course of the weekend and had seen several interesting lighthouses and waterfalls I’d been told were worth a look. My goal for the first night was getting out of Toronto and ensuring I wasn’t under too much pressure to log serious miles the next day. I figured Parry Sound would be as good a spot as any and would be a big enough city to access fuel for both the bike and myself if I got there later than expected. I had stayed at the Bayside Inn several years ago when it first opened and not quite ready for prime time but it has improved by leaps and bounds to become a true diamond in the rough. After a long day of work and a few solid hours on the bike, a hot shower and one of the most comfortable beds I’ve slept on in recent memory were a Godsend. Being June, sunset didn’t occur until late in the evening so I had enough time to ride to Waubuno Beach to enjoy its colourful splendour.

The next morning I set off to check out Killbear Beach before heading North on Highway 69 to Sudbury. You wouldn’t think of such a city to top the list of beach destinations but both Bell Parks Beach and Moonlight Beach were well worth the trip. After enjoying a cold drink and some lunch, I headed west on Highway 17 then south on Highway 6 to Espanola, passing through the quaint little town of Little Current. A small town with a big heart, the main street was bustling with people out shopping, having patio drinks and even buskers entertaining passersby – something you would associate with the big city. Continuing south, the landscape abruptly changed as the smooth asphalt snaked through giant rock faces and pristine lakes one would associate with British Colombia. The scenery changed once again as I reached Providence Bay which seemed more reminiscent of the Hamptons than Ontario. Walking back to the bike after snapping pictures on the beach, a mother was trying to pull her son, who must have been five or six, away from staring at the gleaming Harley. I asked if he wanted to help me start the engine and his eyes grew as big as pie plates as he nodded enthusiastically. Asking his impatient mother’s permission, I propped him up on my lap and primed the engine, instructing him to hold the start button. As the 110 CI Screamin’ Eagle V-Twin sputtered and roared to life, he laughed and giggled maniacally, clapping his hands - a future rider no doubt. His mother seemed less impressed but I certainly made his day.

Circling Georgian Bay on the west side involves crossing the main channel between Lake Huron and Georgian Bay on the Chi-Cheemaun ferry. I arrived early so killed some time watching boats go by and enjoyed some fresh fudge from the Wigwam Gift Shoppe, which I highly recommend. The 50 km ride from South Baymouth on Manitoulin Island to Tobermory on the tip of the Bruce Peninsula takes about two hours and travels between the islands of Fathom Five National Marine Park, and passes the Imperial Tower of the Cove Island Lighthouse making you feel as if you’ve travelled to Nova Scotia even though you are only hours away from the city. Chi-Cheemaun, which I discovered means “Big Canoe” in Ojibway, is large enough to carry 143 cars and 638 passengers. I had no idea how large this ‘big’ ferry was and was surprised to see a number of transport trucks emerge from its raised nose upon docking. Spots fill up quickly so if you plan on doing the same, book early.

Being fortunate enough to have travelled all over the world, I am always amazed at how beautiful and diverse my own province is. Another reason why I wanted to visit Tobermory was the Fathom Five National Marine Park, which offers crystal clear water, grottos, and fascinating rock formations known as “Rock Pillars” like Flowerpot Island, not to mention 22 shipwrecks. Once a bustling port, Big Tub Harbour is the deepest natural harbour in the Great Lakes which offered shelter during inclement weather. Old wooden schooners, freighters and tugboats from as early as the 1800s reside in their final resting places at various depths surprisingly intact due to the frigid temperatures and lack of Teredo Worms (termites of the sea) that don’t exist in fresh water. These eerie relics serve as reminders of a time when weather forecasting and navigation were far less sophisticated and effective than they are today.

Visiting the Big Tub Lighthouse helps tell the story of the area, which is rich with nautical history and geographical anomalies. I wandered up the road to have a nice dinner at Bootleggers Cove Pub on the deck overlooking the water as the sun went down. Gorgeous. I then checked in to the ‘Adventure Inn the Bruce’ where I’d be spending the night and was able to drive right up to my room. Before I could even ask, one of the proprietors walked over with a slab of wood for my kick-stand. She pointed at her own Honda Shadow at the back of the parking lot, acknowledging that her and her husband do a fair bit of bike travelling in the off season so they know what bikers are looking for in accommodations. They were right. The close proximity of my door to the bike was especially helpful the next morning as I retrieved my rain gear from the saddlebags in the pouring rain.

Thankfully the skies cleared as I made my way to the Bruce Peninsula National Park and Lion’s Head down to Sauble Beach. Not only is Lobby’s Beachfront Restaurant right on the beach, but they also have “Motorcycle Parking Only” signs out front – always good to see. Eager to experience more unique landscapes on my way home, I decided to weave through Thornbury, Collingwood and over to Wasaga Beach, which I learned is the largest fresh water beach in the world! Tossing the hefty Hog around twisty turns down to Flesherton, I could spend a week exploring all the backcountry roads but I reluctantly headed back into the city. Although I hadn’t been gone for long, I was truly shocked at the amount of traffic congestion and aggressive tendencies of drivers that I hadn’t had to deal with all weekend. It turns out it only took me two days to become acclimatized to the slower, more relaxing pace of life.

The Georgian Bay and Grey Bruce regions have much to offer the two-wheeled traveler; wide open roads, genuine hospitality, motorcycle-friendly accommodations and destinations as welcoming as they are diverse. Whether travelling alone or with a group, the area offers something for everyone. On your next adventure, take the time to discover the regions’ incredibly unique geographic landscapes and fascinating nautical history, you won’t be disappointed. It won’t take long to discover around the watercooler on Monday morning who had the most interesting weekend either.

For more information, visit: www.visitgeorgianbay.com and www.ridegreybruce.com

Destination: Cabot Trail - Nova Scotia

noreply@blogger.com (Canadian Motorcycle Rider - Featured Contents) — Sun, 18 Nov 2012 17:47:00 +0000

It's the cusp of Fall and I've got a few days off - the forecast is calling for good weather for the next few days. Road Trip! 1023 KM's as it turned out.

With my tail bag packed with the essentials it's time to hit the Cabot Trail. The Cabot Trail has been on my list of "must do" rides since I moved back to Halifax three years ago. With no set plan or reservations I set out early on a late September morning. The weather is beautiful if not a little cool. Time for some adventure and relaxation.

The Cabot Trail is an approximately 300 KM loop that takes you along the northern tip of Cape Breton Island, passing along and through the scenic Cape Breton Highlands National Park. It has been named one of the most scenic drives in Canada the reasons for which will be clear after you've ridden it. It is spectacular. It's no wonder that Alexander Graham Bell made Cape Breton his home.

If you're riding from mainland Nova Scotia - you're going to be accessing the Cabot Trail from the mainland via the Canso Causeway and heading towards Whycocomagh - a First Nations community whose name roughly translates to 'Head of the Waters' because of its placement on an arm of the impressive Bras d'Or Lake (designated a Biosphere Reserve by UNESCO in 2011).

I had a vague plan to do a counter clockwise run so that I'd be in the outside lane the whole time but I thought I'd just play it by ear and see how I felt as I got really close. After a stop in Whycocomagh for a coffee and some lunch and a chat with some fellow bikers I ended up at the Big Red Barn (the entrance of the trail for a clock-wise run).

The Big Red Barn is the landmark you're going to be looking for as the first entrance of the trail. The trail is marked very well so you can't miss it anyway. It was late afternoon and I decided to continue on because I knew there were lots of places to stay along the western coast (and wasn't sure about the eastern coast) and by starting my ride around today I would have more time to explore the next day.

The views along the western shore are tough to beat. The first glimpses of the ocean are where I really started to get excited, yet relaxed at the same time. What could be better than riding in the sun, on a fantastic strip of road with the ocean by your side with the smell and sounds of the ocean permeating your senses. All these sensations together and you can't help but feel happy to be alive and in this place.

Things start to get really fun when you hit Margaree Harbour. Yes, hello Ocean! It also puts you firmly in French communities that dot the coast. The beautiful Cheticamp is where I ended up staying over night. I found a little Bed and Breakfast along the road that included a breakfast. It was clean and VERY quiet and pretty economical. Around $70 + tax. I settled into my spot in the early evening and decided that I'd go get a bite to eat for supper. Some local seafood fit the bill nicely at a restaurant overlooking the Cheticamp harbour. There's also a Tim Horton's in Cheticamp which I visited that evening for a coffee. It was a busy spot - seems like everybody in town was there, chit-chatting away in French as I sipped my coffee and imagined what they were talking about. I slept good that night. Up early the next morning to get on the road and enjoy the day.

One thing you really should pay attention to when riding the trail is the posted speed limits, particularly on sharp curves. Those limits aren't suggestions. They may save you from a really nasty experience. Slow down to the posted speed, even if you are an expert rider. The curves are sharp, the grades are steep, and other drivers may be distracted by the scenery or taking turns too quickly themselves. Then there is the distinct possibility that a truck or motor home may have kicked some gravel on the road.

Since I'm doing my ride late in the season and during what is for most - work days; I have the roads mostly to myself except for the construction workers that is. Construction - there was LOTS of it going on. They were digging out the ditches and performing some much needed maintenance. There were long stretches of this construction going on throughout the trail and I had pretty regular stops. Some of them felt rather long too - 15-20 minutes in some cases. Luckily I wasn't in a hurry.

One tip I had gotten was to make sure that I took the road to White Point at the North Eastern tip of the ride. It takes you on a more scenic route with ocean ocean views for a little stretch of the trail rather than the slightly more inland route. Definitely worth the slight diversion!

It makes a great overnight trip from the city but might be even nicer if you take another day or two and take in a few of the fantastic hiking trails that dot the Cabot Trail. Next time maybe I'll go clockwise!

Product Preview: Dimple Drain - Magnetic Drain Plug

noreply@blogger.com (Canadian Motorcycle Rider - Featured Contents) — Sun, 18 Nov 2012 17:01:00 +0000

The Dimple Drain Magnetic Drain Plug

Imagine a performance enhancement that will extend the life of your engine and continue to function for the life of your bike. Imagine that it costs less than $50. The Dimple Drain for my 2006 VFR 800 lists for $34.95 USD on the Dimple Drain website.

That seems like a pretty reasonable price to pay for something so beneficial for the bike that will last the lifetime of the bike. A simple install at your next oil change and you're done. I installed mine late in the season so I won't have any reports on what (if anything) I find attached to the magnet until my next oil change in the spring.

The dimple drain replaces your stock drain plug and pulls ferrous metal from your engines oil. Even if your motorcycle already comes with a magnetic plug- the Dimple Drain offers a superior magnet.

Some key benefits of the Dimple Drain magnetic drain plug include:

- The most powerful oil magnets in the world
- High temperature good for over 300 degrees
- Regular Neodymium magnets lose power at 175 degrees –
- Dimple Drain magnets lose only 1/2 of one percent in a 100 years
- Patented plugs will not leak or back out

Dimple Drain magnetic plugs are effective in:
- vibration
- temperature variation
- pressure spike situations
- no chemical sealant required
- reseals repeatedly without loss of effectiveness

In a comparison test against a stock motorcycle oil plug the Dimple Drain Plug was proven to be 1,435 times stronger!

Every Dimple Oil Plug magnet is so strong magnetically, that the magnet wont release from the oil plug. Every Dimple Magnet is bonded permanently by hand with a high temp, high strength epoxy, for your peace of mind.

For more information on the Dimple Drain check out their website:

http://www.drainplugmagnets.com/

Dimple Drains are made for most makes and model of modern motorcycles and they're made for automotive applications too. You can put one in the motorcycle and your car.

All Wheel Drive Motorcycle Technology - Explained by Christini

noreply@blogger.com (Canadian Motorcycle Rider - Featured Contents) — Fri, 09 Nov 2012 01:34:00 +0000

Christini All Wheel Drive Motorcycle Technology Explained
By Kathryn M. D’Imperio

Every off-road rider wants a bike that can conquer hills, logs, mud, sand…anything. Christini AWD Motorcycles feature a patented mechanical All Wheel Drive system that allows for just that. Christini AWD bikes are used by the U.S. Military overseas, and can be found in over thirty countries, a few being Canada, Australia, Japan, Indonesia, South Africa, and Brazil.

The All Wheel Drive technology works through one-way clutches in the front hub that allow the front wheel to freewheel until traction slips in the rear. Traction loss is sensed immediately, at which point the front wheel receives power from the transmission, sent through a series of chains and shafts. No hydraulic pumps or systems are required.

The AWD system remains passive until the power transfer is needed, kicks in when traction is lost, then returns to being passive once rear traction is regained. This system makes it nearly impossible to wash out due to the constant and immediate ability to transfer power to the front wheel whenever it begins to stall. Rather than sliding out on turns, the Christini AWD will pull you right through, even in off-camber areas. Additionally, drivers can make a simple sprocket adjustment to change the front-to-rear power ratio, giving virtually limitless fine tuning capabilities for their riding preferences and riding conditions.

In motorcycles, two wheel drive and all wheel drive are completely different technologies as is the same case with four wheel drive and all wheel drive on trucks and cars. Four wheel drive is a locked technology whereas all wheel drive is a smart system based on traction loss and sensing that loss. A simple example is that a truck locked in four wheel drive will get 5 to 8 miles per gallon because all the wheels are locked together moving at the same speed (and fighting each other). However, in all wheel drive, that same truck will still get the full gas mileage range.

The patented mechanical AWD system designed by Christini AWD requires less than 1/10 horsepower to function and delivers swift acceleration, even when climbing hills. Christini’s bikes also offer great stability without torque effect. The whole system adds less than 14 pounds to the vehicle’s full weight.

For more details on AWD motorcycles and the Christini brand, visit the website:

http://www.christini.com/

ADDENDUM (by CMR Staff):

As of the writing of this article there are a few dealers for Christini in Canada.

Toys 4 Boys Motorsports
t4bmotorsports.com
7-3915 Edmonton Trail NE
Calgary Alberta Canada T2E 6T1
403-230-9404

Brotherhood Motorsports
brotherhoodmotorsports.com
33034 Rd 25E
Kleefeld, MB Canada, R0A 0V0
204-377-9095

International Motorsports
internationalmotorsports.com
7225 Brown St
Delta BC Canada V4G 1E1
604-288-1553

Product Preview - MotoTent. A tent for motorcycle adventure

noreply@blogger.com (Canadian Motorcycle Rider - Featured Contents) — Mon, 08 Oct 2012 23:04:00 +0000

NEW: MotoTent®, a tent for motorcycle adventurers.

A group of young French entrepreneurs, travel and motorcycle enthusiasts, has designed a very innovative tent for motorcyclists fond of adventure. Their goal: to push the boundaries of adventure on a motorcycle, and possibly eliminate the hotel expenses while keeping both comfort and safety!

MotoTent is a tent for motorcycle riders and their motorcycle.

The idea of the MOTOTENT appeared to its founders in 2009, during a trip on motorcycles from Beijing to Paris. When crossing Kazakhstan on bikes, the motorcyclists spent many nights in their tents.

When settling the camp, it was imperative to hide the bikes not to attract attention. Their tents were light but too small: their muddy clothes and belongings did not fit inside. They had to change their clothes outside of their tents. They also had to unload most of the bike’s bags, to hide them inside the tent!

To overcome these problems they decided to build a made-to-measure tent, with enough space to both hide the bike and be able to comfortably change to dry, while standing.

MOTOTENT - Features

• The MOTOTENT is spacious enough to shelter a dual sport bike as big a BMW R1200
GSA with its entire luggage, to have room to work on it, and to be able to stand in the tent.

• The tunnel-shaped design allows a very quick setup of the tent when needed. A simple color coded poles system enables an easy set-up. When exhausted and caught in a downpour, when the rain seeps into your neck, you can now be sheltered, shielded, in the dry and standing in your MOTOTENT while your clothes are drying, all in minutes.

• The tent is designed to be compact and lightweight despite its size. It weighs 5.5 kg (12 lbs) and is less than 60cms long once packed, which is unique for a tent of this size. This required long research efforts and the use of high performance fabrics.

• The MOTOTENT is made of very high quality materials; those selected by the best brands of adventure equipment: the fabrics are treated to resist UV and heavy rains while being extremely light and fine. These are similar to those used for paragliding. The poles and pegs are tempered dural aluminum, one of the best strength/weight ratios.

• The MOTOTENT was designed by adventurers for adventurers: the positioning of pockets, hooks and other practical details have all been designed and tested to meet the requirements of the motorcyclist. The bag is specially made to be attached on a motorcycle.

• The MOTOTENT can fit all types of motorcycle. The garage part of the tent is 2.4 m long, 1.3 m wide, and 1.9 m high. It can fit all dual sport bikes (a BMW R1200GS, a KTM990 Adventure, a Triumph Tiger and other Kawasaki KLR650 with the largest equipment mounted on the bike can easily fit in). Indeed, thanks to its wide front door you can even shelter small side cars (Ural or Royal Enfield).

Technical Specifications

• Fly fabric: Ultra light UV-Resistant, Rip-stop, Fire-Retardant CPAI84, 10 000mm waterproof coating, 210T Polyester
• Inner tent fabric: Breathable Material, Fire-Retardant CPAI84
• Floor fabric: Ultra light, Rip-stop, Fire-Retardant CPAI84,
10 000mm waterproof coating, 190T Nylon
• Poles and Pegs: Aircraft Grade Aluminum 7001-T6
• Weight and; Packed size: 5.5 kg (12 lbs) - 60x20cm (2ft x 9in)

Price and Availability

The MOTOTENT is for sale on LoneRider priced at 469€ / US$599. Delivery: - France and Europe: 5 working days.
- Elsewhere around the World: 15 days.
Delivery price: 21€ / US$33; same price to any country around the Globe.

MotoTent benefits and features:

How to Set Up the MotoTent:

Packing up the MotoTent:

For additional information and to purchase the MotoTent check out the LoneRider website
- HERE

2011 Harley-Davidson Softail Convertible CVO - Review

noreply@blogger.com (Canadian Motorcycle Rider - Featured Contents) — Wed, 01 Aug 2012 15:17:00 +0000

Story and photos by Dustin A. Woods

Over the course of my time with the 2011 Softail Convertible CVO, I was approached many times by curious onlookers that would admire the bike and inquire as to what model it was. After responding, I was inevitably asked, “Isn’t every motorcycle a convertible?” To be fair, it’s a valid question. After all, how many motorcycles have you ever seen with a roof? In this case, the term convertible refers to the fact that this Softail CVO can easily be transformed from a custom tourer to a custom cruiser in mere minutes. For those who may be on the fence over which kind of model to purchase next and aren’t a fan of compromise, this split personality Softail was introduced in 2010 to be the best of both worlds.

The Convertible CVO has a unique fairing that can be attached or detached in two shakes of a lambs tail. Remove the side saddlebags and back rest and presto chango, you're ready to go cruising. Heading out on a long trip? Simply reattach the two pins that keep the fairing in place, click the saddlebags back on and hit the open road. Cruise control is also standard, which most owners will never bother with but can be a Godsend on a long journey. One of the benefits of Harley baggers is the fact that they include a kick-ass sound system that allows you to enjoy your favourite tunes if for some unknown reason you happen to grow weary of the V-Twin symphony booming from between your thighs. Being a removable unit, it would be too complicated to outfit the Convertible with a permanent stereo, but it does house a simpler two speaker system with 20 watts per channel along with an auxiliary input and pocket for an MP3 player. Volume can be adjusted by hitting the + and – buttons on the inside of the front fairing but if you want to change songs on your Harley iPod, it requires pulling over and shuffling through playlists on the MP3 player so you better make sure you choose your riding music carefully. You’ve been warned.

CVO, for those who may be unfamiliar, stands for Custom Vehicle Operations, a limited production program that adds acres of chrome, accessories that are unavailable on the standard lineup of bikes and flashy paint schemes like that of the Roman Gold with Burnished Copper Graphics of my tester. This also included the Convertible’s leather seat, complete with alligator inserts. Sinking into this handsome saddle is an easy proposition for those who may be inseam impaired as it sits at a lowly 665mm (26.2-inches) – even shorter than the Fat Boy Lo.

Thumb the starter button and the twin cam Screamin’ Eagle V-Twin coughs and sputters before roaring to life and settling into that familiar idle with which Harley has become synonymous. Keyless ignition means never having to fumble for the keys. Leave the fob in your pocket and forget about it. Harley is also famous for torque, and the 110 cubic inch powerplant churns out 110 ft-lbs at 3,000 rpm. Certainly nothing to scoff at, however its running weight tips the scales at a portly 354.3kg (781 lbs) so don’t expect to pass too many gas stations on a long journey if your hand is enthusiastic on the throttle.

While the removable fairing isn’t nearly as heavy and cumbersome as that of a Street Glide, it does add weight to the front end and also does more to disrupt oncoming air rather than make friends with it once reaching highway speeds. The ape hanger handlebars are more comfortable than they look and definitely add to the custom look but aren’t ideal for carving corners, nor are the floorboards that I scuffed after about 10 minutes on the bike.

Thanks to the booming air-cooled, fuel-injected 45-degree V-Twin and six-speed transmission, the Convertible CVO is a blast to ride but definitely isn’t purpose-built for speed. But then again, that isn’t really the point, is it? Like most Hogs, it feels most at home when cruising boulevards or smooth two-lane blacktop. Visually similar to the "hardtail" choppers of years gone by, this Softail features a hidden shock under the chassis to soften the frost heaves and potholes of our sadly neglected roadways. Reeling in that power wasn’t a revelation but braking was actually better than expected, thanks to the four piston calipers grabbing up front, two piston calipers in the rear and ABS as standard equipment. Another set of discs could be added but it would be a shame to overshadow the 18-inch chrome StingerTM custom cast aluminum wheels.

Tipping the register at $32,739, the Convertible CVO certainly isn’t cheap but those who were previously considering the possibility of adding another steed to their stable can take solace in the fact that is it essentially two motorcycles in one.

+
Torquey Sceamin’ Eagle 110CI V-Twin
Custom tourer or custom cruiser? Buy one, get both.
Paint scheme worthy of a show bike

-
Prepare to scuff the floorboards
Not exactly a fuel miser

2011 Ducati Monster 796 Review

noreply@blogger.com (Canadian Motorcycle Rider - Featured Contents) — Mon, 04 Jun 2012 00:38:00 +0000

Beauty of a Beast

Story by Dustin A. Woods, Photos by Matt Ball and Dustin A. Woods

The tale of Goldilocks is the most immediate and obvious comparison to draw upon when considering Ducati’s Monster line-up. For some, the power and proportions of the entry-level Monster 696 may be just too diminutive, while the big-bore 1100 may be too intimidating in size, stature or insurance premiums. Thankfully the legendary Italian motorcycle manufacturer also makes the Monster 796. The fact that Ducati offers three versatile yet unique Monsters is likely why you can’t swing a premium leather man satchel in Toronto without hitting three of them. The Monster has become somewhat of an urban icon, but does it live up to the mystique and hype? Most definitely.

When searching out your next bike, you may question how much power you want and how much you actually need. Sure it may seem appealing to choose a supersport that can outrun a fighter jet as your next ride, but naked middleweights have many attractive attributes that make them an ideal addition to your garage. Most bikes are exceptional at one particular kind of riding, but can fall short when outside their niche. Enter the Monster 796, a well-balanced middleweight that allows for a comfortable upright riding position that does double duty as wholly gratifying transportation and an artistic masterpiece. When immobile, it could easily be welcomed as a permanent fixture of an art gallery. Thumb the starter button and the air-cooled L-twin engine barks to life before settling into an off-kilter idle emitting a sound from the massive twin pipes that is both menacing and exotic.

The 803cc mill has a torquey powerband that provides more than adequate acceleration under normal conditions but literally transforms as it approaches its maximum torque of 58 ft-lbs at 6,250 rpm. A peak of 87 hp at 8,250 rpm may not seem like a revelation, but the fact that the 796 tips the scales at only 167 kg (169 kg with optional ABS) means that its power-to-weight ratio is certainly nothing to scoff at. Incorporated into the tubular trellis frame, the fuel-injected powerplant pairs to a six-speed gearbox through a hydraulic slipper clutch. Gear changes are smooth as butter and finding neutral was never an issue when coming to a halt at a long stoplight. One thing that did take some getting used to however, was just how much attention this bike gets around town. Mind you, the standard issue Ducati red paint certainly didn’t help.

Never twitchy or unmanageable, this Monster’s power delivery is complimented by impressive handling and an exceptional braking prowess. While the seating position is relatively neutral, the handlebars are situated slightly forward and the pegs slightly aft. This makes the versatile Monster comfortable enough for long hauls but happy to accommodate aggressive riding. Suspension duties are handled by non-adjustable 43-mm Showa forks up front and a progressive Sachs monoshock that is preload and rebound-adjustable in the rear that allows 148mm of rear suspension travel.

Perhaps the only manner in which one could slow down the Monster 796 faster would be to equip an anchor on board. The front wheel gets four-piston 320mm Brembo brakes, while the rear wheel gets a two-piston, 245 mm single disc setup. Equipped with optional ABS, the MSRP of my tester rang in at $11,995 before taxes and freight. The system can easily be disengaged but I opted to leave it on due to the single-digit temperatures and variable precipitation that week. The system did activate a couple times during spirited riding but never felt overly intrusive or jarring which let the 17-inch Pirelli Diablo Rossos to their job.

Everything about this medium-sized Monster seamlessly combines form and function. The single-sided swingarm is not only a fetching design, but it is also lighter than the traditional double setup found on the 696, for instance. The sculpted plastic covering the 15L fuel tank (13.5 for ABS version) is aerodynamic and comfortable for my six foot frame to straddle but also exhibits subtle styling elements that evoke a unique view from every angle.

Several tweaks have been made for 2011, mostly in the ergonomics department. The lightweight aluminum handlebar is almost an inch higher, while the seat is 9.9mm lower. Four-way-adjustable hand levers were added which were welcome additions and the seat was re-shaped for increased rider comfort.

Amateurs who don’t have much experience with riding who are looking to make their first big purchase are often worried about how soon they will out-grow the bike they may be financing for several years. While I wouldn’t necessarily recommend it as an inaugural purchase, the 796 wouldn’t scare off beginners and I can’t imagine any of the experienced riders I know growing tired of such a bike anytime soon. For those finicky riders who can’t seem to find a balance of style, size and substance, the Monster 796 might be just right.

Intoxicating sound

Combination of form and function

Cranky at low rpm

Digital speedometer could be easier to read

'Trans Canadian Muskox. A special journey with the Goat, the Bull, and the Muskox.'

noreply@blogger.com (Canadian Motorcycle Rider - Featured Contents) — Fri, 03 Feb 2012 16:04:00 +0000

You may remember Scott and Wanda from a previous article we did back in January 2011; they bought a BMW motorcycle and did a trans-Canadian trip in 2010. A trip of 22,855 kilometer's is bound to include some adventure and Scott's story telling and enthusiasm make it an enjoyable read.

Since that first contact Scott has put together a book about the journey and is looking for a publisher. The completed manuscript came in at 145,500 words and they've shared the first couple of chapters with us and allowed us to republish it.

Here's the first couple chapters of their book:

Trans Canadian Muskox.
A special journey with the Goat, the Bull and the Muskox by Scott Wilson

Clarity

The ‘Wreckhouse Winds’ hammered us like invisible rogue waves that rolled in from the forlorn Long Range Mountains. They crested the mountains, channeled in valleys and spilt onto the plain where they gathered force before breaking upon us. They were without doubt the strongest winds I had ever ridden through. The landscape was absent of the usual trappings of life, the wind was too strong for such things. It was barren yet beautiful in its austerity. The road before us was not a tricky one, there were no potholes, no off camber corners, no construction, gravel, or semis to get in the way, only the wind and rain. It was a simple piece of blacktop that ran from Port aux Basques in the south and headed north for three hundred kilometres to Deer Lake where it veered east for another six hundred before arriving in St. John’s Newfoundland. It wasn’t tricky, but is was long.

Setting off from Tofino, British Columbia on July 1, we had been on the road for ninety- five days. A day away lay our goal, to watch the sunrise at Cape Spear, the most easterly point in North America. It was a simple goal to be sure, yet one on the opposite side of this great country we call Canada. As we hammered along that goal was all that mattered. The battle with the wind was wearing on us, the muscles in my shoulders had begun to knot, and my chest was tight. I clenched the gas tank with frozen knees, and clutched the bars with head bent into the wind while Wanda clung fiercely to my waist. Our motorcycle, ‘The Muskox,’ relishing the challenge charged on obediently. This wasn’t the beautiful Sunday ride that motorcyclists endure the week for. This was an unadulterated rodeo of white knuckle madness. The excitement and fear was delicious, the worse it got, the more things tingled. The rain pounded us from a dark malevolent sky in a near horizontal manner as the wind shoved, pulled and bullied us as we barreled through natures garden.

We had been on the road less than an hour and the experience was slowly coalescing into one that I knew instinctually to be a summing up of our trip. There is a time during every endeavour when a moment of clarity presents itself, for good or bad. A moment when the inner acceptance that we will succeed, or fail, is finally acknowledged and the corresponding emotions wash over us. Our moment was approaching on that road in October on ‘The Rock’ as Newfoundland is fondly called. We were fully exposed with nothing to dull the event, as though our clothes had been torn away. We became like the landscape around us, determined, unflinching and unapologetic. It was a simple world, The Goat, The Bull, and The Muskox on a road with the weather. As if in slow motion our moment came and in that moment we became pure of purpose, one singular focus. There was no respite, no shelter, no question of stopping, only a road that led to our goal. All doubts, fears and unanswered questions had been collected up and slid into a drawer out of sight. The fact we had to make the return trip once the goal was attained, that we were almost out of money, that Wanda was still in her journey with health issues, that our relationship was somewhat strained and that we didn’t have a clue to what was waiting for us when we returned home, was all of no consequence.

In that moment, all that mattered was the road ahead and a sunrise at Cape Spear.

CHAPTER 1

The Bull and the Muskox - Nomadic by Nature

On July 1, 2002, I went to a ‘Citizenship Ceremony.’

I was fleshing out an idea for a book on Canada and thought it would be good research. The memory of the ceremony has about the edges but the significance and emotion that filled the room that day will stay with me forever. There’s something to be said about the ‘last step’ of a process. To arrive at the end of something is a sweet thing as it marks completion, but it also marks the beginning of something new. The Citizenship Ceremony was no different. It marked the last step in becoming a Canadian Citizen. It is where the oath of citizenship is taken and the certificate of citizenship is received, and it’s where new citizens begin their journeys as Canadians.

The ceremony was held at Canada Place in Vancouver, British Columbia. It was ‘Canada Day’ so a bit more pomp was laid on as evidenced by Bagpipers piping their way into the room
at the beginning of the ceremony. It was a nostalgic way to set the scene. The room was full of citizens watching from the rear as those about to be sworn in stood at the front. Outside the sun shone as Canada celebrated it’s 135th birthday while inside it welcomed this new collection of people from around the world. The ceremony was a simple event. I watched attentively with my friend Gene as the event unrolled and I studied the faces of those about to take the oath. It was obvious emotion touched everyone in the room. Shoulders trembled, throats were cleared and eyes were dabbed. A sense of focus permeated the gathering. My mind was racing with questions as I wondered what their stories were. Life changing decisions had been made a world away and commitments taken to leave a life behind. Familiar landmarks and events had become memories, schools, mountains, shores, churches, festivals, and neighbors had all been cast adrift in pursuit of a dream. They wanted to be Canadian.

Why?

Why had they chosen us? What set us apart? What made us the focus of their dream? Why Canada? It was evident from the dress and skin tones of those in the room that they were a cosmopolitan group. Their points of origin were clearly different, yet they shared a common goal. Why had they chosen to leave their homelands, their jobs and perhaps their families. There were the obvious reasons such as persecution and war, but as I looked around the room it was obvious that some came from countries that offered what we offered, well heeled countries seen as our peers, and yet still they were here.

When the oath was finally taken as a group the mood in the room transformed from nervous anticipation to jubilation as backs were slapped, hands were shook and cheeks kissed.

They were now Canadian and in that moment I’d witnessed their dreams come true.

I will never fully understand what happened in that room on July 1, 2002, how could I? I’d never experienced what our newest citizens had journeyed through to become Canadian. Their journeys were their journeys, each unique in their own way and another reason I’ll never know is because I was born right here, just down the road at Burnaby General. I was already a member of the club, Canadian by birth. I thought about it and came to the realization the closest I’d ever come to that kind of life changing event was when my mother chose to leave Canada when I was ten. In the summer of 72 she’d walked away from the country of her birth, and even though it had been her decision and not mine, I went along for the ride. That had been a life changing decision for her and just as the lives of those at Canada Place had changed on July 1, so had mine when my mother chose to leave Canada.

Until that time we had been a typical Canadian family, living as Canadian families do. We lived on Tecumseh Park Drive in Port Credit, Ontario, in a lovely house on a rather large piece of land. We knew all the neighbors and for better or worse they knew us. I walked or biked to school in the summers, bumper hitched in the winters, and if I had time during lunch break I’d watch the Flinstones. I had a ‘Chopper’ bicycle, an impressive collection of ‘Hot Wheels’ and ‘Dinky toys,’ played in a tree house in the back yard and chucked rocks at passing trains from the park at the end of the road. I was an average kid in an average Canadian neighborhood.

Around my tenth birthday, my mother, who was experiencing some personal turmoil disappeared for a month on holiday. She disappeared a second time a couple of months after that and when she returned the second time a sign went up on the front lawn.

‘FOR SALE.’

The sign filled my head with questions but as a 10 year old I didn’t have the where-with- all to ask the right ones. Instead I watched and towed the line. Recently, while writing this book I asked my mother why she’d made the decision to leave her beautiful home and life behind.

She’d thought about it for a second then said, “I needed to find solace.” “Why the Isle of Man?” I asked.

“Because I didn’t know anyone there,” she replied.

She didn’t know anyone there...well, either did I. I didn’t know where it was either. Didn’t know where England was for that matter, or Europe, I was 10 years old. All I knew was I had to sell my toys in a garage sale and say goodbye to my friends. I soon learned the Isle of Man was a small island in the Irish Sea lost between England and Ireland and at 32 miles long and 14 wide was big enough to make it onto some maps, but not all.

A plane skipped us across the Atlantic to London, England, then another, a Vickers Viscount prop job took us the last leg to Ronaldsway Airport in the Isle of Man. For a ten year old it seemed like a long way to go and indeed it was. We weren’t ‘relocating’ to another province, we were trading one life for another. My mother was 46 at the time and had decided to move to the Island and take my brother Kevin who was 15 and myself. My two eldest brothers, Tony and George remained in Canada.

As our new adventure began to unfold the first thing I noticed when we arrived on the Island was that everything was different. Everything was older, smaller and seemed more expensive. From the black cab that waited at the airport to take us to our new life, to the way in which the locals talked. ‘Ta,’ meant thank you, ‘Tura,’ was goodbye and ‘Dumbell’s Row,’ was a row of houses sewn together at the hips down in Laxey Valley. The houses were an unusual collection for us Canadians who were used to yards, but normal for the locals. The front ‘whitewashed’ stone wall crowded in on the sidewalk next to the road and rambled into the distance. It was evenly punctuated by vacant windows and doors painted different colours and sitting on their dreary grey slate roofs were chimneys that billowed black smoke into the sky from coal fires below. It was like a steam train convention. Dumbell’s Row sat like a grandstand that looked across the valley toward ‘Lady Isabella,’ a red and white water wheel 72.5 feet in diameter! It had been built in 1854 to pump water from the lead mines and now turned on it’s axle in the summer to give tourists a show. In the winter it was shut down so my buddies and I would jump the barrier and climb inside and run up it as far as we could and grab a spoke and hang on to get her going....and get her going we did, like mice running inside a 72.5 foot water wheel, all because we could!

My mother hadn’t bought a house, she’d bought a cottage, or to be specific, two cottages mortared together on Old Laxey Hill. The ‘newer’ addition was two hundred and fifty years old while the original had a century on that. We lived in the ‘modern’ half and in time it became known as ‘Rose Cottage,’ as my mother’s name was Rose. The older cottage was used as our motorcycle workshop. The stone walls were 18 inches thick and there was a coal burning fireplace in every room except mine. The ceilings were 7 feet tall with exposed black beams supporting white plank flooring above. The persistent rain was kept at bay most of the time by a slate roof though basins peppered the upper landing as a last line of defense. I was given possession of the smallest bedroom. It was the only room in the house without a fireplace, instead, I took possession of my very own water cistern. It hung on the wall like a growth and would talk to me in the middle of the night whenever someone had to use the facilities. There would be a loud long ‘sputshhhheeeeeeee’ that would eventually taper into an uneasy silence punctuated by the occasional drop of water as the float decided whether it was time to call it a night or not. The ‘loo’ was usually up to the job but if we had company there were always the two pull chain toilets in a structure outside next to the coal bunker.

It was damp, puny and an absolute blast, and that was just the inside!

Outside it was still damp but as my mother joyously pointed out on numerous occasions there were palm trees. “Gulf Stream,” she’d say proudly as though she’d had a hand in bringing it to the Island. It used to make me laugh, yes there were palm trees, but any resemblance to Florida and the Gulf Stream ended there. The water was so cold that during our annual Darbyhaven half mile school swim each of us slathered our bodies in a couple pounds of lard to insulate us from the anesthetic shock of the pretty waters offshore. There were Medieval Castles, Viking festivals, roundabouts, weird cars, kippers (smoked herring), Loghtan sheep with 4 or 6 horns, Manx cats with no tails and lots and lots of motorcycles and motorcycle races. We didn’t get forty channels on TV, the Manx had whittled that number down to three which dwindled to naught after midnight. Instead, we had a new landscape full of weird and whacky things to poke the imagination with. Imagine driving to school in Castletown and passing a section of road where the trees from opposite sides leaned toward each other and shook leaves above to form a tunnel. The section, marked by whitewashed rocks on either side, was called the ‘Fairy Bridge.’ This was the place where the ‘Little People’ hung out, the Fairies, and it was custom to bid them a good day on passing by, or, as superstition went, some misfortune might befall you. I happily played along and with a smile would say, “Ee vi vonny veg,” which translated to “Good day little Fairies,” as I passed by the Fairy Bridge. They didn’t get the Flinstones on the Island, they didn’t need them for they had Fairies, witch hunts, and the Moddey Dhoo, a large black dog that had killed a guard and haunted Peel Castle back in the day. The Isle of Man turned out to be a very special place as amongst other things it was a breeding ground for active imaginations.

As our time on the Island progressed I couldn’t help but compare the life I’d left in Canada to life on the Island, there was so much difference it couldn’t be ignored. Life in Canada had been glorious, of that there was no doubt. It had been well laid out and structured with slots where everything fit nicely. From the shows we watched on T.V. to the cars on the road and the construction around us, everything had a uniquely Canadian, or North American form to it. That form had become part of us and as the years rolled by our die had been cast. But the Isle of Man had a very different form and even at ten I was not too young to come to the conclusion that there was more than one die. I realized all things weren’t the same. The Island was old, very old, it had a thousand year old parliament, that’s right, a thousand years. They were implementing laws when Canada was still bush. To move from a house that was twenty years old in Port Credit, to a cottage that was older than Canada is something. To watch a motorcycle race from the same grassy bank on the same public road as spectators have since the days of the Ford Model T is something. To ride on a narrow gauge steam train dating back to 1874 as a regular means of transportation is something. I was experiencing things that I hadn’t or couldn’t in Canada. Why was Rose Cottage built the way it was, or Lady Isabella for that matter. Why was her wheel 72.5 feet in diameter as opposed to 75, why a wheel, why not a steam pump. Why were there cats with no tails and why the hell were those houses called ‘Dumbell’s Row?’ Why not, ‘Ham and Egg Terrace!’ Subliminally the move to the Isle of Man was effecting me in a profound way as it was changing the way I saw things. I started to look at them from more than one angle which in turn led to a greater understanding and appreciation of what I was looking at.

I stopped chucking rocks at trains.

Eight years later I returned to Canada to attend McMaster University in Hamilton, Ontario. I dropped out a year and a half later, something inside was resisting, I felt like a round peg in a square hole. My mother’s decision in 72 had irrevocably changed my path in life, just as those at Canada Place on July 1 surely had changed. My journey had been disrupted and now there was a restlessness inside me that couldn’t be ignored. I bounced out west and worked in Banff for a while before bouncing back to the Isle of Man to watch my brother race motorcycles. From there I hopped a ferry to France where I signed on for a five year stint in the French Foreign Legion. After that I put my training as a combat diver to use in South East Asia as a deep sea diver for almost a decade. It was there, in Singapore, that a diver buddy told me of a place called Costa Rica.

“It’s going to be the ‘in’ place man,” he said. “You should check it out, land’s cheap I hear.”

Costa Rica. It had a nice ring to it. I looked it up on the map and thought it might be an interesting place to open a dive shop. I flew to Los Angeles to buy a motorcycle and head south to check it out. Apparently there were some sweet deals on Suzuki's in LA but they didn’t pan out so I looked up the local BMW shop. I hopped a cab to Torrence and walked into a small shop and was sucker punched. I’ll never forget that day as it was the day I was handed the keys to a new adventure. When I’d walked through the door a lovely red R100GS sat in the centre of the showroom floor, I’d seen many before but never from the perspective of buying one. It was still ugly and unassuming, just as I knew it would be. Looks aside though, it was a bike I’d hankered after for many years and I knew it’s story well. It was the bike that Belgium rider Gaston Rahier had demolished the competition with and won the famous ‘Paris Dakar Race’ in 84 and 85. Posters of him ripping across the desert in full flight on the GS had stirred my pot for some time. You expect to see camels in the desert, not motorcycles blazing through barren landscapes leaving rooster tails of sand reaching for the sun. They were magnificent posters that would stop me in my tracks every time. Since those victories the R100GS had gone on to conquer every Continent around the globe many times over. This time the bike received my full attention, I could’ve been a doting parent. I poked and prodded and admired it’s functionality for that’s what it was famous for. In all honesty there’d been nothing beautiful about it, it was typically German, all business and efficiency, but what efficiency it had. It was the Swiss Army knife of motorcycles, it could do it all, mud, sand, tarmac, gravel, it didn’t matter what your preference, it would find a way to get you to the other side. I imagined some adventurer tooling through a remote village in Africa on a bike just like that. I closed my eyes for a second and thought about it, a man and his machine in the wild, when I opened them I realized I’d always wanted to be that man. Life was full of adventure, why not on a motorbike. I bought it fifteen minutes later for nine grand cash, the date was December 16, 1994. The nine grand paid for the bike and a BMW promotion gave me seven hundred and fifty dollars toward accessories. I returned the following day to pick her up and wearing a new bright blue Thor Enduro Jacket I rode out the door and headed south without an inkling of what to do or where to go. All I knew was Costa Rica was down there somewhere. I returned two and a half months later with 13,500 miles on the clock. The beginning of a beautiful relationship had been established.

My ‘Beemer,’ as BMW motorcycles are called became my sidekick and friend. We went everywhere together, she never turned down a challenge and more importantly she made sense. She had one purpose, to explore, and that suited me fine. My time in South East Asia was over, I had circled the globe and was now back in North America. I didn’t realize it at the time but subliminally I was slowly gravitating my way back to the beginning. I paused for a while in Los Angeles and wrote a script with aspirations of becoming the next Sylvester Stallone. I shopped it around for a while and a year and a half later piled my unwanted efforts into a dumpster, put my Beemer in storage and left.

That was sixteen years ago and today my Beemer sits in the basement. One of my brothers suggested I sell her, but I couldn’t. It had taken me on that first trip to Costa Rica and subsequently across the States, to the Yukon, Alaska, the Arctic Circle and around town a couple thousand times. The odometer had stopped working at 60,000 miles, we had history and yarns to share. Every time I glanced at her she whimsically took me back to an exotic destination we’d visited together, like the Mayan ruins in Tikal, Guatemala, or the Grand Canyon in Arizona or Diamond Tooth Gerties in Dawson City, Yukon. There was so much history, how could I possibly part with such nostalgia.

At one point our bond had become so strong that an idea had formed in my head. Wouldn’t it be cool to ride across Canada and write a book about the adventure. The idea stuck and the first stages of planning were taken when I applied for and received a personalized Yukon license plate that read ‘MUSKOX.’ I liked the idea of ‘The Muskox,’ there was something about the hairy creatures that roamed the far north that intrigued me. I think it was their upside down horns that first piqued my interest and any animal that could survive in the Arctic deserved a closer look. What a hardy beast, just as my Beemer was! The more I researched them, the more the excitement grew within me. I found out they were not part of the buffalo family as I’d originally thought but were relatives to the goat. The Inuit call them ‘Omingmak,’ or ‘the bearded one,’ because of their shaggy hair. They impressed me, they were cool, dignified and ungainly in an offbeat kind of way....and nomadic by nature....kinda the way I saw my Beemer, and myself for that matter, except for the ‘cool’ part. I pictured riding across Canada on a Muskox. The concept appealed to me. A book about a Bull, (I’m a Taurus, born in May) and a Muskox ripping across Canada. I decided the title of the book would be, ‘Trans Canadian Muskox!’ The pages flew off the press that rattled in my head.

A decade has since passed. The rattle is still there.

Test Ride: 2011 Zero S (electric)

noreply@blogger.com (Canadian Motorcycle Rider - Featured Contents) — Thu, 12 Jan 2012 19:32:00 +0000

When a local dealership (Freedom Cycle) decided to become the exclusive Nova Scotia dealer for Zero electric motorcycles I was lucky enough to be offered a demo ride to see what I thought of it.  

Having been a follower of the Zero brand for a number of years and a guy who likes gadgets Zero motorcycles have appealed to me on many levels from the very first time I heard about them. My early feelings about electric bikes were that electric motorcycle technology needed a little time to advance before it became mainstream but that the technology makes a lot of sense. Frankly though - the early efforts seemed a little too expensive given the range, quality, and thrill factor.   Plus there was the risk that you'd buy this new technology and the next year some technology leap would occur and you'd be stuck with a serious case of buyer's remorse. Could 2012 be the tipping point for electric motorcycles?

There's no way I'd be willing to give up my internal combustion engine sport touring 800cc VFR could I? The thought wouldn't have crossed my mind - not until now at least. For 2012 Zero have made some huge improvements that will certainly attract plenty of NEW riders to the fold - the big question is; will it be enough to make some existing riders ditch their gasoline powered motorcycles and go electric?  

The Zero S that I rode was actually a 2011 model; the ride approximately 23 kilometers of city and highway with lots of elevation changes and corners. The bike was new and the battery still being broken in. "Make sure you only take the battery down to half." - No problem!   A limited distance test ride to be sure but long enough for some initial impressions.

It was a bright and sunny Friday in Halifax - but the weather was very cool. The gauge on my motorcycle was telling me it was ranging between 0 - 5° Celsius out. I wasn't sure how that might affect range but experience would be the the only way to judge that.   The first thing that strikes you when you sit on the Zero is that it "feels" like a motorcycle. You can't compare the Zero to an electric pass through seating scooter you see struggling to keep forward momentum at the slightest incline. No, this is altogether different - it's a serious machine. If you ride a motorcycle or have ridden a bicycle this is the position you're accustomed to. Seating is upright and the bars are wide, putting you in what I'd consider a very "open" body position. If it's windy out and you don't have an optional windscreen it's getting you in the chest. Personal preference would dictate whether you'll enjoy that or not. I thought it was great.  

I got the feeling I was sitting on top of the motorcycle more than "in it" and that's a sensation enhanced by the flat motocross like seat. There's no indentation in the seat so you and have nothing to feel how far back you are when you push back from seat. There's also no gas tank hump because it's all electric of course!

Another thing you can't help but notice is the silence. Complete and total silence! When it's running and you're stationary the Zero makes no noise whatsoever. The only indication you have that it's on and ready to roll is a big green light on the dash. No rumbling vibration, no blipping the throttle in neutral to hear the raucous exhaust note. Nothing! That will take some getting used to but it's nice too. Electric bikes are fun too - they're just different.

Top speed that I attained was 71 MPH (110 km/h) uphill and a little faster downhill. It's claimed the 2012 model is a bit faster and can reach a top speed of 88 mph (140 km/h) or 75 mph (120 km/h) sustained speed.   The Zero feels lightweight and nimble - definitely a fine tool for an urban environment. I almost felt like I was riding a bicycle, albeit a very speedy one that I didn't have to pedal. I had to consciously remind myself on several occasions that shouldn't act like I might on a bicycle.

The fact that the 2011 model has no clutch and no engine braking is a bit of a different feeling but one you quickly adjust to. You need to use the brakes a little more than you might on an internal combustion engine machine because of the lack of engine braking. In 2012 the bikes will include regenerative braking which will help deliver a little power back to the battery and provide a bit of engine braking feel.

2012 has brought forth significant enhancements that may very well prove to be a tipping point in the popularity of electric motorcycles. The improvements are so significant that Freedom Cycles ordered a single 2011 model to be used as a demo and will begin stocking the dealership with 2012's.

The S and DS models have a new brushless PMAC (permanent magnet alternating current) motor which replaces the brushed motors of previous years. The battery packs have dramatically increased capacity - moving from a 4.2 kWh cell pack to the standard 6 kWh or optional 9 kWh. New controllers more effectively manage the engine and regenerative braking has increased range to a very respectable 114 miles (183 km's). Performance is significantly better too; max torque is WAY up and that translates to quicker acceleration and more entertaining riding - and more of it per charge.   

There's a quick charge optional feature too for the S and DS. For the Zero S and Zero DS, the first "2x" quick-charge accessory adds a charger that plugs into its second charge circuit (the onboard charger is plugged into the first). It's a $595 option but takes the charge time for the 6 kWh and 9kWh models from 6 and 9 hours to 3 and 4.9 hours respectively.

So getting back to my question - Could 2012 be the tipping point for electric motorcycles? I think it may be. There's definitely some exciting things happening in the electric motorcycle world and 2012 could very well be the year that people really start to see electric bikes become more accepted and mainstream.

KEY FACTS

S ZF6 (6 kWh battery)

MSRP $11,495
City range: 122 km
highway range: 69 km
Charge time: 6 hours
Weight: 297 lbs

S ZF9 (9 kWh battery)

MSRP $13,995
City range: 183 km
highway range: 101 km
Charge time: 9 hoursWeight: 341 lbs

PROS:  

- No gas to buy - ever! 
- No chain to oil
- Limited maintenance required 
- Sufficient range for commuters and casual riders 
- Incredible equivalent fuel economy:   -- 2012 model is rated for 487 MPGe (0.48 liters/100km) city and 273 MPGe (0.86 liters/100km) highway. Cost to charge the battery is less than a dollar.
- Should be classed as a 200 cc motorcycle for insurance purposes (cheap!)

CONS:

- Upfront investment
- Range
- Dealer coverage and options for servicing

MSRP
Starts at $11,495 CAD for the S ZF6
+ $2,500 for the S ZF9

OPTIONS:
+ $595 Quick Charge device
+ $347.37 Side Bags
+ $99.99 Windscreen

Additional Links:

Zero Motorcycles
Freedom Cycles (Halifax, NS)

ZeroS photo slidshow (Note to mobile users - sorry if you can't see these. Picasa uses flash):

Preview and Slideshow: BMWC600 Sport and C650GT Maxi-Scooter

noreply@blogger.com (Canadian Motorcycle Rider - Featured Contents) — Sat, 17 Dec 2011 01:33:00 +0000

BMW Motorrad is pleased to introduce two premium vehicles in the maxi scooter segment. The BMW C600Sport and the BMW C650GT combine the outstanding riding characteristics of a motorcycle with the agility, weather protection and comfort of a scooter, creating a whole new dynamic riding experience.

The two BMW maxi scooters appeal to a wide target group: the C600Sport for riders with sporting preferences, and the C650GT for customers who place great emphasis on comfort and touring capability. Both BMW maxi scooters incorporate the unique, modern and dynamic design language of BMW Motorrad, setting a new benchmark in the scooter segment.

Powerful 2-cylinder inline engine with CVT.

The 2-cylinder water-cooled inline DOHC four-valve engine of the C600Sport and C650GT is an all-new development by BMW Motorrad with a displacement of 647 cc. Both models are equipped with electronic fuel injection and have a class-leading output of 60 hp at 7500 rpm, with maximum torque of 48.7 ft-lb at 6000 rpm.

With its cylinder bank inclined forward 70°, the compact engine contributes to a low center of gravity, while its 90° crank pin offset, 270° ignition spacing, and two balancer shafts minimize vibration. Lubrication is via a double oil pump dry sump and the stainless steel exhaust system incorporates a closed loop catalytic converter and oxygen sensor.

Power is transferred via a directly integrated CVT transmission with an automatic centrifugal clutch and a maintenance-free secondary chain drive running in an oil bath.

Responsive suspension and exceptional riding stability.

One objective in the development of the C600Sport and C650GT was to combine directional stability at highway speeds with agile handling in city traffic and vivid feedback to the rider – just like a motorcycle.

The design of the C600Sport and C650GT suspension features a torsionally rigid hybrid interconnection of a tubular steel bridge frame and a diecast aluminum unit at the swingarm bearing with the engine functioning as a load-bearing member.

At the front, an upside down fork presents a generous fixed fork diameter of 40 mm. The rear employs a reclining spring strut on the left side. Spring travels are an identical 115 mm.

Both the C600Sport and C650GT roll on a 3.5 x 15“ five spoke diecast light alloy wheel fitted with a 120/70-15 tire. The 4.5 x 15“ rear wheel is fitted with a 160/60-15 tire.

Powerful braking system with standard ABS.

The new C600Sport and C650GT are fitted with duel 270mm disc brakes with double-piston floating calipers at the front and a single 270mm disc with double-piston caliper at the rear. BMW Motorrad dual-channel ABS is standard equipment on both models.

A separate rear caliper parking brake is automatically engaged on deployment of the side stand, ensuring stability when stationary.

Multifunctional instrument cluster.

The instrument cluster of the C600Sport and C650GT presents a large, easily readable LCD display with integrated tachometer and analogue speedometer. In addition to the standard complement of fuel level guage, clock, and grip-heater level indicator, an on-board computer, standard on both models, also includes functions for monitoring exterior temperature, fuel consumption, oil level, average speed, date, and (optional) tire pressure control.

Unique Character for each model.

Distinguishing elements of the C600 Sport and C650GT are:

Ergonomics

- The C600Sport employs a more dynamic seat position with flatter handlebars, sporty seat design for both one and two persons, and sporty footrests for the passenger; seat height 810 mm.

- The C650GT seat position emphasizes comfort with higher handlebars, more comfortable and larger seat with adjustable backrest for the rider, and foot boards for the passenger as well; seat height 780 mm.

Windscreen

- C600Sport - manually adjustable to three positions.

- C650GT – electrically adjustable over 10 cm for even greater comfort and protection from wind and weather.

Body and design

- C600Sport – sporty and spartan panels. The lean rear flanks with dynamic upswing and emphatic body edges emphasize lightness and dynamics.

- C650GT - generously sized panel parts for outstanding comfort and protection against wind and weather.

Headlights, turn indicators, rear light

- C600Sport - front turn indicators integrated in the panelling, twin circular headlights with two side lights on the left and right, LED rear light cluster with single turn indicators

- C650GT - front turn indicators integrated in the mirrors, twin circular headlights with side lights between them presenting a vertical light strip of three elements, LED rear light cluster with integrated turn indicators.

Stowage space

- C600Sport - with world premiere FlexCase/variable stowage space concept in the tail under the seat. Despite its sporty, spartan tail section, two helmets can be easily stowed in the parked vehicle.

- C650GT - large stowage space of about 60 litres in the rear, also accomodating two helmets.

The luggage compartments share LED lighting and can also be equipped with an auxilliary power socket (accessory).

Colours

C600Sport

- Cosmic blue metallic matt

- Titan silver metallic

- Sapphire black metallic

C650GT

- Sapphire black metallic

- Platinum bronze metallic

- Vermilion red metallic

Factory Options: Both the C600Sport and C650GT will be available with the following factory options:

1. BMW Anti-theft Alarm
2.Highline Package, including:
- Heated Grips
- Heated Seat
- Tire Pressure Monitor

Accessories: A full range of accessories will also be available from market launch, including:

- Large Volume waterproof Top Case (35L) in all body colours
- Central Tunnel Bag (12L)
- BMW Motorrad Navigator IV navigation system w/integrated mount
- BMW Motorrad Communication System
- USB charging unit
- Drop-protection pads
- Scooter lock
- Akrapovic Sports Silencer
- Chrome features (passenger footrests and footplate inserts
- Additional power socket for luggage compartment

Pricing for the new BMW Maxi-Scooters will be announced in spring of 2012. The C600Sport and C650GT will reach BMW Motorrad dealers in fall of 2012 as 2013 models.

Technical Specifications C600 Sport

Engine Type: 2-cylinder, 4-stroke, 8 valve, liquid cooled
Displacement: 647 cc
Output: 60hp at 7500 rpm
Transmission: CVT
Seat Height: 810 mm
Dry Weight: 237 kg (522 lbs)
Fuel Tank Capacity: 16 l
Consumption (l/100km at 120km/h): 4.8 l
Warranty Coverage: 36 months, unlimited kilometres
Roadside Assistance: 36 months

Technical Specifications C600 GT

Engine Type: 2-cylinder, 4-stroke, 8 valve, liquid cooled
Displacement: 647 cc
Output: 60hp at 7500 rpm
Transmission: CVT
Seat Height: 795 mm
Dry Weight: 249 kg (549 lbs)
Fuel Tank Capacity: 16 l
Consumption (l/100km at 120km/h): 4.8 l
Warranty Coverage: 36 months, unlimited kilometres
Roadside Assistance: 36 months

Product Review: WheelJockey

noreply@blogger.com (Canadian Motorcycle Rider - Featured Contents) — Sun, 11 Sep 2011 01:19:00 +0000

The WheelJockey is a product created by Bill Kniegge of BlueStrada Tours. Blue Strada Tours is a motorcycle touring company based out of North Carolina and they use a fleet of Suzuki VStrom's. One thing about the VStrom though; they don't come standard with a center stand. So - Bill had a bunch of bikes that needed regular chain maintenance and thus the WheelJockey was born!

We've had this product on the shelf waiting to be reviewed for a while but it was handed off to the owner of a Suzuki SV650 which seemed rather fitting! This review was written after the authors first use of the WheelJockey. The instructions do indicate that it'll take a little practice to get good at figuring out the proper amount of force to use to get your bike up onto the WheelJockey.

It ships in a tiny little box and appears to be very sturdy and well made. It's so small that you can probably keep it under your seat so that you'll have it wherever you might need it.

Article written by: Jeff L

While following the included instructions, the WheelJockey was used to assist in cleaning the bike chain. The WheelJockey was placed in front of the rear tire as instructed. The bike was stood straight up and rolled forward. It took several attempts at pushing the bike onto the WheelJockey to determine how much force was required to get the rear tire exactly where it needed to be on the device given that the WheelJockey is almost 1.5” high.

Once the bike was up on the WheelJockey, the main function of the device was put into use. The instructions say to rotate the wheel using the spokes and not to push or pull on the tire itself. However, this rule is somewhat difficult to adhere to when the spokes are not in the best position to grab and rotate. It made sense that the reason behind not pushing or pulling the wheel was because the bike may come off the WheelJockey.

It was discovered that if you are careful, and use two hands positioned opposite each other on the wheel (ie: like you are at “9” and “3” on a steering wheel), you can effectively and safely rotate the wheel without putting excessive lateral forces on the whole bike enough to make it come off the WheelJockey.

The chain was cleaned and waxed while on the WheelJockey which proved to be a good tool to get this kind of maintenance work done. Once completed, the bike was stood up and walked forward off the WheelJockey.

An additional note regarding the use of the WheelJockey is that whether you use the wheel spokes to rotate the wheel, or the method described above, the bike itself can eventually roll off the side of the WheelJockey. The cause for this is due to the bike itself being on a side stand. The angle at which the bike tire is positioned on the WheelJockey leaves it almost as an inevitable problem once the tire has been rotated enough times to “spin-off” the side of the WheelJockey. Although paying careful attention can prevent this problem, if care is not taken, the bike can come off of the WheelJockey and potentially tip over.

Overall, the WheelJockey was found to be a very good assistant for bike maintenance with a side-standing bike when an actual rear bike stand is unavailable.

MORE INFORMATION:

- Retail price: $59.00 USD
- For more information on WheelJockey or to order one for yourself check out their website at http://wheeljockey.com/

Thanks go out to Bill at WheelJockey for providing a sample.

EDIT - PRO TIP:

We got a tip from the Wheel Jockey creator -To keep the wheel/tire centered on the rollers and from creeping to the right side, a small amount of pressure to the left while turning the wheel will keep it centered. The key being... 'while turning the wheel...'.