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Impressions Nature of the Beast 2022 Yamaha MT-10 SP A First Ride for Everything 2022 BMW CE 04
the electric powered CE 04. Turn to page 26 to learn more. PHOTO: BEN QUINN Volume 25 Issue 03 September/October 2022 InsideMotorcycles.com 3 Visit us online: Twitter Facebook Instagram www.insidemotorcycles.com @inside_motorcyc InsideMotorcyclesfacebook.com/ _magazineinside_motorcycles
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Tech Outside the Box Moving Beyond Traditional INSIDE Features Welcome to the Adventure 2022 KTM Canada Adventure Rally 38 The X Factor Bronti Verbeek Profile 52 Rally in the Rockies 2.0 Harley-Davidson Comes to Alberta
Design: Jim McHarg // Main Photo: Ben Quinn // Inset Photos: Anett Meszaros, Ben Quinn, KTM Canada / Steve Shannon, Patrick Lambie (Below) BMW
Competition 60 Rapid Classics Kawasaki’s Early Seventies 750cc H2R ‘Green Meanie’ Also INSIDE 6 IM Zoom 10 Inside News 14 Inside Products 56 Moto Guide On the Cover: The MT-10 is the king of Yamaha’s “Master of Torque” lineup and for 2022 this R1M-inspired naked sport bike takes performance to a new level with the SP model. You can read all about the MT-10 SP’s leading-edge features starting on page 20.
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Opinions Inside Line | Patrick Lambie On the Pipe | Mark Dzikowski To the Limit | Brett McCormick The Sharp Edge | Toni
42 Frankly Speaking | Frank Wood Road Race Reality | Colin Fraser
ONCE THEY’RE GONE THEY’RE GONE Don’t get left behind. Get your 2023 Spyder or Ryker before it’s too late. ©2022 Bombardier Recreational Products Inc. (BRP). All rights reserved. ®, TM and the BRP logo are trademarks of BRP or its a liates. Some models depicted may include optional equipment. Carefully read the operator’s guide and safety instructions. Observe applicable laws and regulations. Riding, alcohol and drugs don’t mix. See your authorized BRP dealer for details and visit canamonroad.ca. Learn more at canamonroad.ca
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MAKING WAVES
The KTM Canada Adventure Rally offers enthusiasts the opportunity to push themselves, and their bikes, to the limit. Held in Auberge du Lac Taureau in Saint-Michel-des-Saints, QC, the 2022 rally included two routes, allowing participants to choose between long-distance adventure or more challenging, aggressive and occasionally wet, off-road riding. Turn to page 34 to read more about Lee Martin’s experiences at this year’s amazing rally. PHOTO BY PHOTOS BY KTM CANADA / STEVE SHANNON.
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While he is certainly not new to IM and our readers, I do want to take a moment to thank Lee Martin of Rally Connex for taking time out of his busy summer schedule to head out to Quebec and cover this year’s KTM Canada Adventure Rally. Lee’s love of adventure rid ing comes through in each and every thing he does, and this issue is no different. So be sure to turn to page 34 to learn more about what awaits you at an adventure rally.
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Sophia Vassiliadis is a fixture of motorcycle culture in Toronto and beyond. With time spent working on the Toronto Motorcycle Film Festival, Spring Motorcycle Show, Distinguished Gentlemen’s Ride and more, her passion for motorcycles and introducing others to life on two wheels knows no bounds. Sophia stepped up last issue with her story on Can-Am’s participation in International Female Ride Day 2022. We were so impressed with her work, we knew she would be a perfect fit for IM. This time around, Sophia gets an initiation into the possibilities of electric-powered motorcycles with the BMW CE 04. Follow along starting on page 26.
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Canadian road racing fans will recognize Paul from his years competing on regional, national and international levels, as well as training future racers at tracks here in Canada and the US. Paul brings a wealth of experience to IM with more than two decades as a motorcycle journalist and test rider. With this resume, Paul was the obvious choice to take on the enviable task of reviewing the 2022 Yamaha MT-10 SP. You can read about his adventures with this R1M-inspired naked sport bike starting on page 20.
When you add these talented individuals to a team that already includes names like Colin Fraser, Toni Sharpless, Frank Wood, John Sharrard, Mark Dzikowski, Graham Clayton, Jason Thorpe and Brett McCormick there is no doubt that Inside Motorcycles continues to be your source for all the latest news, events, reviews and products. We are glad you are along for the ride.
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The changes don’t stop with the cover. Inside Motorcycles has always been home to some of the best motorcycle journalists in the industry and we are thrilled that Paul Penzo and Sophia Vassiliadis have agreed to join the team.
When
For those who want to take Inside Motorcycles along with them everywhere they go, we are happy to let you know that for a limited time, our digital editions are now available at no charge when you visit www.insidemotorcycles.com/digital-edition/. Enjoy and we will see you next issue. IM
Graham Clayton, Lee Martin, Dawn McClintock, Brett McCormick, Suzanne Pelletier, Bruce Thomas, Shelby Turner, Todd Vallee.
you picked up this issue of Inside Motorcycles, you likely noticed that the front cover has a new look. With IM rapidly approaching its 25th anniversary, the team decided it was time for a refresh as we prepare for the next 25 years. We hope you like this new look and would love to hear your thoughts and encourage you to send them to editor@insidemotorcycles.com.
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8 Inside Motorcycles
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Visit www.ducati.com/ca/ for further details on the 2023 Panigale models and the complete Ducati lineup. IM
2023 KTM 50 SX Factory
2023 KTM 50 SX Factory Edition
PHOTO COURTESY OF KTM CANADA 2023 Kawasaki KX250. PHOTO COURTESY OF CANADIAN KAWASAKI MOTORS
Updated Electronics for the 2023 Ducati Panigale V4
Kawasaki has unveiled their 2023 lineup of off-road vehicles including the new KX250 motorcrosser and KX250X cross-country racer.
All-new KX250 Headlines Kawasaki 2023 Off-road Lineup
Ducati continues to deliver on their commitment to their flagship Panigale V4 family with the introduction of the 2023 models and a series of improve ments to the bikes’ suite of electronics that are focused on creating a more intuitive experience for every rider.
Visit www.kawasaki.ca for complete details and specifications. IM
In addition, an updated version of the Ducati Quick Shift (DQS) has been designed to improve shifts at both partial and full throttle opening. These updates as well as improvements to the Ducati Traction Control and Ride by Wire systems will be included on the 2023 Panigale V4, Panigale V4 S and Panigale V4 SP models.
Included in the enhancements is the new Engine Brake Control (EBC) EVO 2 software which refines engine brak ing based on the current load on the rear tire with gear-by-gear calibration for each of the three selectable levels.
Making sure that motocross racers of every age have the opportunity for a factory experi ence, the engineers and designers at KTM have created the latest version of the 50 SX Factory Edition. Featuring a full FMF exhaust system, Dunlop Geomax MX53 tires and CNC-ma chined components as well as race-focused gearing, jetting and clutch configuration, this Factory Edition minibike embodies the brand’s Ready to Race Factory-inspiredmantra.orange and blue graphics round out this latest 2023 model from KTM is available on showroom floors now with an MSRP of $6,499. For more information visit www.ktm.com/en-ca/. IM
The four-stroke competition-ready KX250 features an updated 249 cc liquid-cooled engine that has been reworked to provide improved performance at all rpm. The increased power is complemented by revised gearing targeted at the requirements of racing as well as fine-tuned suspension and Dunlop MX33 tires and a wider 110/90-19 rear tire.
2023 Ducati Panigale V4 S. PHOTO COURTESY OF DUCATI MEDIA HOUSE Edition.
10 Inside Motorcycles
MSRP for the 2023 KX250 is $9,999 while the KX250X, which shares many of the updates from its motocross sibling, will retail for $10,099.
Watch for Mark’s review of the 2023 two-stroke Betas in an upcoming issue of Inside Motorcycles IM
Ducati World Premiere 2023
Targetted at riders in search of dual-sport capabilities, Can-Am describes the Origin model as being “designed to bring new exhilaration to both the street and the trail for a more modern multi-terrain experience.” Conversely, the Can-Am Pulse is intended to offer “a balanced and agile motorcycle designed to immerse riders in the energy of the city and transform their daily commute into an electric joyride.” Both models will utilize Can-Am’s Rotax E-Power technology. These models also represent Can-Am’s return to the production of two-wheeled motorcycles after a 35-yearCan-Amhiatus.anticipates unveiling the full specifications for these new models by August 2023 with availability on showroom floors by mid-2024. IM
Additional episodes will follow at scheduled intervals until the seventh and final video “Next Gen Freedom” ushers in the 2022 EICMA show on November 7.
In addition to viewing the World Premiere 2023 series on Ducati’s YouTube chan nel, the videos will also be available on the company’s www.ducati.com website. IM
Can-Am Unveils Electric Models
Inside Motorcycles from coast to coast
Of course, for those who prefer to receive their reading material in the mailbox, a visit to www.in sidemotorcycles.com/subscribe/ online will guide you through the simple steps of securing a subscription.
InsideMotorcycles.com 11
The Can-Am Pulse and Origin. PHOTO COURTESY OF CAN-AM.
Starting on September 2, Ducatista around the world will be turning their attention towards YouTube as the Ducati World Premiere 2023 video kicks off the unveiling of the company’s latest models with an episode titled “The Unexpected.”
Following up on an nouncements earlier this year outlining their intention to ex pand their product offerings with all-electric motorcycles, Can-Am has now officially unveiled the first two models of this all-new lineup.
The lastest issue of Inside Motorcycles is always as close by as your local newsstand, whether you are on Vancouver Island, the prairies, Ontario or as IM off-road editor Mark Dzikowski discovered on a recent trip to the east side of the country to test the 2023 Beta two-stroke lineup, even in Antigonish, NS.
VRRA’s Vintage Sidecar Award of Excellence
This year’s VRRA Vintage Festival at the Canadian Tire Motor sport Park (CTMP) circuit will include the naming of the first recipient(s) of the new David G. Powell Vintage Sidecar Award of Excellence. Dave Powell was initially a 250 GP class road racer who in 1969 made the switch for three seasons to driving a sidecar rig with passenger Steve Rice. The duo won both the Canadian Sidecar championship and the first ever North American Sidecar champion ship, and in 1970 set a CTMP sidecar lap record of 1:51.2 that stood for 47 Daveyears.retired from racing in 1971 to pursue a career, raise a family and enjoy other adventures that eventually included a return to solo road racing while living in Van couver. In 2009 he retired back to the Windsor-Essex area where he got the bike racing bug once again and at the age of 70 started vintage sidecar racing with the VRRA. Those were six good years. Sadly, Dave passed away in his sleep in March of 2021.
Inside Motorcycles 2021 Athlete of the Year Trystan Hart continues to demon strate his ability to compete with the best hard enduro racers in the world. Fol lowing his seventh-place finish in the 2021 Red Bull Romaniacs, the FMF KTM Factory rider continued to improve on his results picking up a hard-earned fourth place in the 2022 edition as well as successfully defending his AMA Hard Enduro cham pionship. This follows Hart’s third place finish earlier this summer at the Red Bull Erzbergrodeo in Austria. As Hart builds towards defending his Red Bull Outliers championship this August in Alberta, his current trajectory has definitely elevated him to “the one to beat” status. IM
Racing coverage of the 2012 season included Jordan Szoke’s eighth Super bike title. Szoke would continue his winning ways for many more years while breaking records previously held by racers like 2011 Canadian Motorcycle Hall of Fame inductee Rueben McMurter, who was fea tured in the same issue. While Szoke continues to recover from a pre-sea son motocross accident that will keep him out of action in 2022, there is no shortage of racing action this year and you can stay on top of it with the IM Podium Rundown starting of page 48.
PHOTO BY GRAHAM CLAYTON
Suzuki's decision to exit MotoGP leaves 2020 world champion Joan Mir in search of a ride for the 2023 season. PHOTO COURTESY OF SUZUKI RACING
Trystan Hart
The VRRA’s new commemorative trophy, donated by the Powell family, was sculpt ed out of a single block of mahogany by BC master carver Ben Furse. Ben used to ride with Dave out on the west coast. The trophy features a No. 90 racing sidecar driver and passenger approaching a curve through the centre of a laurel victory wreath. No. 90 was the number used by Dave and his VRRA passengers Jonathan Minnett, Dave Lloyd, Dale Minnett and Jason Fitch. IM
By Graham Clayton
The October 2012 issue of Inside Motorcycles was packed full of twowheeled fun and adventure, highlighted by rallies, road racing and a look at the trend of retro-inspired models.
Introducing readers to the Alberta Badlands area, IM travel writer R. Bruce Thomas wrote about a trip to Drumheller to take in the Ride the Valley event hosted by the Drumhel ler Motorcycle Madness Society. This annual event was put on hold the last couple of years due to COVID-19 health restrictions, but will hopeful ly return in the near future. In the meantime, the third annual Rally in the Rockies, featured in this issue, continues to highlight the world-class riding in Alberta.
Among the racing related content in October 2012 was the announcement of the new Rockyview Motorsports Park scheduled to be built to the north of Calgary, AB.
Hart competing in the 2022 Red Bull Romaniacs near Sibiu Romania. PHOTO COURTESY OF RED BULL CONTENT POOL
Suzuki Finalizes MotoGP Exit
12 Inside Motorcycles
Following the company’s early May announcement of its intention to cease involvement in MotoGP, Suzuki has re cently confirmed that an agreement has now been reached with series operator Dorna to facilitate the termination of the brand’s pre-existing obligation to remain in the championship until 2026. In addition to ceasing participation in MotoGP at the end of the 2022 season, Suzuki has also announced that it will also exit the Endurance World Cham pionship at the same time. IM
While it involved overcoming mul tiple unforeseen obstacles, including relocation to an alternate site, thanks to the determination of the track’s de veloper, the renamed Rocky Mountain Motorsports facility saw motorcycles on track in 2022. IM
Taking on the World
Byline Goes Here
The David G. Powell Vintage Sidecar Award of Excellence.
REVolutionary Ride! OEM SEAT UPGRADE InsideMotorcycles.com 13
The visor is so clear, I thought I hadn’t put it down. Not as true of the convenient internal sun visor, which had a teensy bit of dis tortion. However, on days when the sun and clouds keep trading, it’s easier to flip a visor than struggle with sunglasses; although my wire frames did easily slip into place.
+ Amazing customer service
As is often the case, less pricey helmets have bulkier shells. This is true of the Zox Zenith but it didn’t create any extra drag nor wind noise. Add to that the incredible visibility, comfort, practicality and ease-of-use, and this affordable, DOT helmet is a winner. Visit www.motovan.com to complete details. IM
By Sophia Vassiliadis
Cons
My 2019 Yamaha WR450F is a fantastic woods bike. The engine, suspension and chassis engineering are amazing; except for the brakes. Since new, I have struggled with a spongy lever and weak stopping power, especially from the front. I changed brake fluid multiple times with no noticeable improvement. I then changed the brake line to a smaller diameter braided steel unit, but again, no improvement. That is when I reached out to DP brakes.
Cons
– Excessive brake dust
– Lever feel improved but still spongy
They quickly sent up a set of pads for both front and rear calipers to test. I knew that new pads shouldn’t really cure a spongy lever feel, but being significantly thicker than the worn stock pads, I thought it may help. To give the pads the best possible chance, brake fluid got changed again and the stock rotors resurfaced to give the new pads a fresh surface.
MSRP: $189.99
Pros
Zox Zenith Helmet
+ Excellent ventilation, beauti fully clear visor
By John Sharrard
+ Perfect fitment
14 Inside Motorcycles
The Zenith is made up of a thermoplastic shell covering an EPS liner with three shell sizes: small (XS), average (S-L) and large (XL3XL). Weight is often a concern in less pricey helmets. On first wear ing, the helmet stayed on for the majority of a four-hour period. Had it not been for the rest stops in stifling heat and humidity, I might have kept it on the whole time. It’s that comfy.
I was also pleasantly surprised at how quiet it was, even at full highway speeds, which was especially surprising considering the lovely breeze constantly cooling my cranium. The airflow felt just as good when the visor was down, thanks to front and back air vents. Additionally, Zox has remembered what we might forget while choosing a lid: strategically placed cut-outs for communica tion system installation with enough chin space for any microphone, grooves for sunglasses and an intuitive lever for the sun visor. And finally, the “micrometric” (a.k.a. ratchet) chin strap system is brilliant. First-time use met with first-time success.
Visit www.dp-brakes.com for com plete information on the DP Brakes products designed to elevate your motorcycle’s performance and safety. IM
The rear pads were an instant success, not only providing fantastic feel and tire locking power, but I could modulate the brakes very well, able to slide the back tire out just the right amount on corner entry when needed. The front, however, took quite a while to bed in. I have a grassy field on our property, so I spent 10 or 15 minutes just building speed, then applying the brakes hard with some cooling in between. The friction was good – better than stock – but stopping power was still limited by the soft lever coming in right to the grip. Larry at DP Brakes then suggested we try an aftermarket front rotor. DP has a partnership with Moose Racing, and Larry sent me up a new rotor compliments of DP Brakes. When it arrived, I noticed it was quite a bit thicker than the thin stock unit and as such kept the brake pistons much further back in the caliper, eliminating a lot of caliper and piston flex. The brake lever feel was improved, and the pads adapted to the rotor much quicker and much better, making a significant improvement over stock. I highly recommend DP brakes for your next brake service, and also suggest the rotor at the same time for the absolute best result.
Colours: Matte black and glossy black
Pros
Sizes: XS to 3XL
For the most part, I like buying new gear. Jackets, jeans, gloves and footwear are relatively easy to choose. Helmets? Not so much. Good helmets tend to be expensive, and a proper fit doesn’t tend to feel good, just constricting. Add to that a preference for full-face covering, and it can be a stressful purchase. Enter Zox, a Canadian helmet manufacturer offering great value DOT lids of all kinds. I realize that pedigree has no bearing on fit, function and style, but when the product is good, and rings in at a suggested MSRP under $200, it’s easy to be hometown proud.
– A bit of distortion with the sun shades, only available in black
DP Brakes
Growing up and learning photography in the film era, shooting fast moving objects on film was always tricky. With the digital revolution of the 2000s to the present, this part of sport photography changed forever. Sadly, in my opinion it took some skill away from the art as people could simply ‘spray and pray’ by holding the shutter button down on high-powered DSLR bodies and hoping one of the frames would be in focus and well composed. On the positive side, photography became more appealing to the masses and the technology evolved quickly as manufacturers faced fierce competition leading to accelerated innovation in the field.
16 Inside Motorcycles
Here are a few tips to get you started on the journey to award-winning photography assuming you already own a DSLR or mirror less body and some lenses.
PHOTO BY MARK DZIKOWSKI
Location, location, location – before you even press the shutter button, key to pro fessional, original and captivating images is finding that special spot to shoot. Whenever I ride and don’t have a camera with me, I always keep an eye for photogenic vistas and interesting riding features to come back to in the future with a camera and a fellow rider. When shooting during a race, walking the course or track is essential to pick out your spot of choice. I usually go for the shaded spots, water crossings, interesting corners or extreme sections to show the usual carnage. For static shots, scenic vistas make for a great backdrop and sun location (time of day) is an important consideration.
Shutter Speed and Aperture – Every situa tion will be different when shooting motor cycles but starting with a fast shutter speed between 1/1000 second 1/2000 second is a good start for fast moving action. This will allow you to get a sharp image and will freeze the motion of the wheels if that is the desired effect. Showing the wheels blurred indicating motion will require a lower shutter speed but also a more accurate tracking and a slight panning technique discussed later. As for aperture, for moving objects I usually keep it at f5-6. While you might be tempted to drop it to your lowest setting, say 2.8, especially on telephoto lens es, the depth of field will not give a lot of leeway on get ting the whole subject in focus. But theoflikethethatsometimescouldbedesiredlookinthecasethephototoright.
Dial down the speed passes (if you can) –If you are shooting in a controlled environ ment, telling your rider to slow down will result in a lot more “keepers” than if they are going Mach 10 in front of or towards you. This will allow the auto focus to track the target easier and will give you more time to compose the shot more accurately. Tell your subject to assume attack position and appear to be going fast and you’ll soon have those crisp shots that you often see on magazine covers. Of course, if you are shooting a race or a track day you will not have that luxury and you will have to prac tice tracking the very fast and unpredictable subjects as they fly by. Scouting lines that the riders are taking can give you a hint into other riders coming after, so you can predict their location ahead of time.
MotorcycleDZIKOWSKI
Photography Like a Pro
Panning – Panning a subject can produce some fantastic images portraying speed and most iconic when paired with razor sharp focus giving an impression of a 3D image. To achieve good panning shots, one requires a steady hand, lots of practice and experimentation. This is where a fast continuous mode can come in handy but not necessary. Pre-focusing on a spot where the subject will be (requires multiple runs to dial it in) and then shooting a single shot while panning is a pro technique that was used extensively in the old days using film. Recommended settings to start with: f7.0 to f10 aperture and 1/100 second to 1/200 secondFlashshutterspeed.Photography – getting an off-cam era flash setup can yield some fantastic shots in bright sunshine as a fill-light addition to make sure the subject doesn’t get overpowered by the ambient light. Also, using flash in darker settings like a forest can allow capturing sharp and sometimes surreal conditions where the low light doesn’t allow fast shutter speeds and low ISO at the same time.
ON THE PIPE MARK
Advanced techniques:
I could write another two pages and only scratch the surface on this subject but I believe these quick tips can really elevate those motorcycle memories from amateur quality to hang-on-the-main-living-roomwall centrepieces. Happy shooting. IM
While you can get away with taking land scape, pet and kids pictures with the excel lent phone cameras these days, fast moving subjects like motorcycles still require the more powerful DSLRs or mirrorless bodies. In order to shoot professional quality, high resolution images, one needs a good body and decent glass (lenses) but one does not need to spend tens of thousands of dollars to do it. With an entry level DSLR and two or three consumer grade lenses, excellent results can be obtained.
I shot probably 20 or 30 riders dialing the settings before getting this shot that I was happy with.
bike. The 2022 YZ450F – you could probably uncrate at a national and be relatively com petitive. I say relatively because I’m talking about the non-factory bikes here, not trying to compare the purchase or prep of factory bikes.New
PHOTO COURTESY OF YAMAHA MOTOR CANADA
I’ll still appreciate the way things used to be by owning and maintaining older bikes, because I enjoy having that perspective –but it won’t stop me from taking advantage of the new technology and picking up new bikes when I want to treat myself. Hopefully everyone reading this has the opportunity to enjoy a few different eras of motorcycles, especially young folks that have only seen and experienced the current era of bikes –find yourself a time machine. IM
TO THE LIMIT BRETT
Motorcycles
In our current era, it’s pretty astonishing how many amazing motorcycles come right out of the box today. I would peg it as the past five to seven years we have made some big leaps that you have to step back to appreciate.Onthemotocross side of my passion, I can’t stand how expensive new bikes are and I know I’m not alone there. I bought a new YZ450F this spring and that hurt the bank account. My dad and I talk about how crazy-expensive bikes are, and speculate that they’ve taken things too far with tech nology causing the inflation of bike prices to outpace the dollar’s inflation. This is true, but we need to get on a different bird to appreciate this, rather than being sour about it.
The 2022 Yamaha YZF450F is an example of modern-day ready-to-race capable motorcycles.
I would label myself as a fairly stubborn old soul, and most days I sit around wishing I could transport myself back to the ‘70s for simpler times – especially when we are talk ing about the motorcycle world. Currently we can kind of hop in that time machine by riding older bikes, but it’s never the same as enjoying the era correct bike during that time.Both street bikes I own at the moment are pre-1980s, and they bring a ton of pleasure to my life but can also bring some head aches. The headaches don’t seem like head aches in the moment if everyone is dealing with them without having other options. For example, trying to get an inline-four running nice when it’s carbureted can take some serious talent combined with time and energy – or any carbureted engine for that matter. The people with this expertise are becoming few and far between, but they’re still out there – and even better is that most of this tribal knowledge is becoming more accessible because of the internet. On the other side of the coin, today you have the ability to ride a bike with fuel injection and this headache can be resolved. The new headache comes from most of the issues on new bikes requiring computers and normally a trip to the local shop to hook up a bunch of cords, which can be annoying in its own Theseway.are some examples of why I try to see the current motorcycle industry from a bird’s-eye view, and appreciate that we’re living in a time where as a motorcycle
are in a very interesting space right now, and it’s fun to step back and take it all in. The world moves at such a quick pace, it normally requires a large time stamp before we really understand what was happening during a certain period. If you can live through a time and try to see it from a bird’s-eye view once in a while it can bring a different apprecia tion to things. Your view might be different depending how high the bird flies, but you get the idea.
TimeMCCORMICKMachines
enthusiast you can pick your favourite era from the beginning of bikes, and live it. Every era is going to come with limitations, but most of these can be conquered.
InsideMotorcycles.com 17
stock bikes don’t require much to get you to the top 95 percent on the track, and that is unreal. You can get by with out suspension rebuilding, motor work, building better wheels; basically just put fuel in it and set it up for your style. The bikes have a big price tag, but it saves a lot of headache, not to mention how reliable they’ve become. The street scene is a similar discussion, and the same comparison can be made with a new 1000 cc superbike com pared to what was available 20 years ago.
A 1998 YZ250 may have been a cheaper bike to buy in that day compared to a 2022 YZ450F today, but they are nowhere near equal in what you’re getting for your dollar. If you wanted to go race a 1998 YZ250 and have a competitive package you could run up front in races on, there was a huge list of upgrades you needed to have done to the
As one of the instructors it gives me great pleasure to pass on to people what I have acquired from my experiences in road racing. I’m grateful to be surrounded by talented people helping me who feel the same including Mike and Michele Bell of Bellistic, current CSBK racers Aaron Burns, Mack Weil and Justin Marshall along with Pro riders Jared Walker, Jake LeClair, Con nor Campbell and four-time national champ Tomas Casas.
To engage with the students when learning tight turns we direct their attention
The only time I see them all-in and I mean ‘all-in’ is the slightly older kids age nine to 14 that have mastered the skills and progressed to competitive racing. If they believe they have a chance at winning they leave it all out there and it is truly amazing to watch. These young athletes seem to be fully in the moment, with unbelievable con centration sometimes exhibiting race craft we have yet to teach them.
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There are several things I have learn ed by teaching youngsters beginning on motorcycles. They are basically kind to one another and eager to help each other. They make friends easily and will wait patiently for someone struggling. They ask lots of questions and don’t tire too easily, although judging by the parents’ post-school remarks the kids usually quickly fall asleep on the car ride
Iam
SpitSHARPLESSBubbles
of the reason, anyone who rides or races a motorcycle knows the bike goes where your eyes direct it, so we work on several drills in the morning to learn and master this. I learned you can minimize the distractions with engagement and fun. And if that doesn’t work, I learned these young students have quick reflexes to recover when a distraction gets the better of them!
Tohome.teach them you must be engaging be cause young beginners are easily distracted
by any noise or movement around them. A bike revving, other students, a bird in the sky, mom watching; a distraction could be anything. And they could be at any point in operating a motorcycle. They could be doing a drill or lapping the course, when they will suddenly direct their attention towards the distraction to satisfy their curi osity. Or it could simply be they are proud of themselves and are looking to see who is
undecided if the student or the teacher is the one learning at the Super Sonic Road Race School. With summer just beginning we have already had a range of students go through the school this year. From timid to self-assured and as young as age five to the oldest at 72 years old, they all have in common the eagerness to learn the sport of motorcycling and daring to try something out of their comfort zone.
It is so impressive to watch them on the MiniGP, purpose-built Ohvale motorcycles, in competition. Our race series, called the Canada Cup National for 10- to 14-year-olds, hosted by the MiniSBK series (all ages) is very green having been launched in May of this year, so our competitors have limited experience when comparing to international competition. I can only imagine the talent of 10 to 14 year olds south of the border at the MotoAmerica Mini Cup in their second year of national competition and then amplify that by 100 to estimate the talents of the same ages in Europe where they treat motorcycle racing with the same import ance we do with hockey in Canada.
We all find it rewarding to see the trans formation that the students make in one day from morning to afternoon. The stu dents that I find the most fun and rewarding are the beginners aged five to ten. They are constantly surprising me by suddenly telling me in the middle of a lesson which bike is their favourite colour, explaining why their little brother couldn’t come (“not big like me”) or in the case of young Callum after a lapping session, blowing spit bubbles in his helmet. Most predictable is at the end of the day when I ask them what they want to be when they get older and they exclaim “I will be the fastest racer!”
In fact, there are MiniGP leagues all over the world using the Ohvale motorcycles for youngsters in a world series developed by Ohvale, Dorna Sports and FIM to learn the art of circuit road racing; Netherlands, India, Australia, Italy, Malaysia, France, North America (USA), Spain, UK, Alpe Adria, Indonesia, Ireland, Portugal, Qatar and Aus tria. All of these countries listed are running FIM MiniGP World Series events developing youngWithtalent.thecontinued help of our talented instructors at the Super Sonic School, young beginners like Callum, and the talented young competitors in the Canada Cup race series, hopefully we can soon add Canada to the list.
watching.Regardless
to the centre of a circle in a game called tryto-run-over-the-teacher’s-toes. This usually works great until they want to see if dad or mom is watching then it’s back to the quick reflexes of the student and the teacher.
THE SHARP EDGE TONI
BY PAUL PENZO PHOTOS BY BEN QUINN
amaha’s Hyper Naked family of street fighters is designed to comfortably deliver sport bike performance and handling without the need to contort your body into fetal position. It is no wonder that these Masters of Torque (MT) models have become amongst the best selling in the Yamaha lineup, and the MT-10 SP is the most aggressive option available.
Stuck in traffic standing on the highway a few minutes after picking the bike up, I am adjusting the front brake lever and fiddling with the new Brembo radial master cylinder when a woman next to me rolls down her window to get my attention. So I flip up the visor to listen in, and with wanting eyes she tells me I look sexy; the test starts well.
This is Yamaha’s top dog in the street fighter class, so the performance, aggressive stance, plus fit and finish are all very good. The minimalist combin ation of compact with a big motor, superbike-type swingarm and wheels, and the appearance of an almost floating seat over a wide 190/55-17 rear tire make the nods of appreciation a regular occurrence.
2022 Yamaha MT-10 SP
INSIDE IMPRESSION | 2022 YAMAHA MT-10 SP
As a former pro national road racer on the Canadian tour for over 20 years, my now older body is happy to test this MotoGP/R1M inspired bike. And I am happy to report that Yamaha’s revamped MT-10 SP is a friendly beast. Powerful with a gnarly-sounding intake and the occasional downshift bark, all in a package that handles well and demands respect from a glance. Plus, it can be de-tuned with the flip of a few switches for a smooth comfort able ride via a 4.2-inch TFT display screen. Want to adjust things like power output, lift (a.k.a. wheelie) control, quick shifter, and suspension settings without touching a wrench? No problem. It also has cruise control.
NatureNatureoftheBeastoftheBeast
Y
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speeds in fifth. And the suspension is very well tuned for the most aggressive of street rides I am willing to give it.
The special features include the Yamaha Ride Control (YRC) system that offers four distinctly different power delivery modes, a six-axis IMU for lean-sensitive traction control combined with a slide control system (SCS), ABS or brake control (BC), an engine brake management (EBM), electronic racing suspension (ERS) and Yamaha’s cruise control or variable speed limiter (YVSL).
Whenever tweaking the digital tuning options, remember that the lower the letter or number, the less the system intervention. In some variables I want a lower number and others a higher one. The pre-configured Mode A delivers the most aggressive ride, while Mode D the most restricted or soft one. To transform the MT-10 SP into an old-school superbike, I start with Mode A, turn off lift control (LIF) to enable the occasional unobstructed wheelie, and also turn off the slide control system (SCS) for a more aggressive drive out of corners.
Regardless of whether you spend the time to personalize the ride modes available via the YRC menu or use the pre-configured settings, this Yamaha transforms from grandpa to street fighter mode (with two extra gradients in between) through the flip of one switch. This can only be done while at a stop when given the opportunity to contemplate and then be confined by that decision. While being able to change settings on the fly is useful in a race track environment, I like not relying on my constantly changing Dr. Jekyll and Mr. Hyde desires while on public roads.
In this configuration, the MT-10 SP is a beast. Rapid fire upshifts and downshifts that emit an intoxicating roar through a tuned intake system and torque a little birdie says will lift the front wheel under power in third at about 160 km/h or with a small tug on the throttle and bar cresting a hill at even faster
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At five-foot nine-inches tall, I find the riding position upright and comfortable during both city commutes and long highway drones. Ergonomics have been improved this year, and it tran sitions to a far more aggressive track-day setup with ease. Well, more so after studying the 49 pages of the densely packed “Spe cial features” and “Instrument and control functions” sections of the owner’s manual. And then doing numerous rides to test the variables and help get it better set-up for me; this bike comes with a full technology suite.
This flip-of-a-switch also transforms me from an aggressive rider to a more tranquil one who enjoys varying landscapes and the aroma of a new summer, just like that. For me to get there and comfortably enjoy a law-abiding street ride requires select ing Mode D with its lowest power output and softest suspension settings, plus turning on cruise control. Aside from the dramatic reduction of power and subsequent need for almost excessive slipping to get started from a stop, the electronic interventions are almost imperceivable beyond the desired change in perform ance in the applicable category.
The cable-actuated clutch has a light pull, and the transition into
Whatever I want, it does so happily and well, while asking for more; plus, deceleration is good too. Close the throttle at whatever speed, and although somewhat present there is no undesired rear wheel drag on momentum. BC can be turned down but unfortunately not off, and while ABS can be felt fairly aggressively, it can be set to engage only when upright rather than when also at lean.
first gear is smoothest when the higher power settings are selected. The slipper clutch or engine brake management (EBM) works very well across options, and the transmission is both smooth and pre cise, never missing a beat. Power is linear and strong throughout the rpm range, although increasingly intoxicating from the upper midrange onward. The fuel injection system is smooth with no notable glitches from sport bikes of years past; there is no undesir able abruptness or jerking when modulating the throttle.
This is a smooth operator; so while finding flaws is hard, the fuel gauge is my biggest pet peeve. At the start of my first 20-minute ride, it shows a half tank and begins flashing to add gas while on route. On a highway cruise that starts on full, it shows a half tank 70 kilometres later, and then in a remote area have no idea how long I have to find a gas station. Plus, the menu screen shows an option for “Grip Warmer Setting” I could not activate when under-dressed, storage space is non-existent, and the mirrors take a lot of manoeuvring before becoming useful. That’s about it. All good otherwise.
As for the MT-10 SP, with an MSRP of $21,099, it sells for $8,900 less than the R1M – in a configuration that is far more versatile, comfortable and desirable to me. Both have a 998 cc, 16-valve, liquid-cooled, inline four-cylinder engine with cross plane-style crankshaft originally developed in MotoGP. Except for valve adjustments that are needed every 42,000 kilometres, these motors are engineered to last forever.
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While it shares Yamaha’s proven 998 cc crossplane inline four (above right) with the base model MT-10, the higher spec SP model features Öhlins latest Gen-2 electronic suspension (middle right) with three preset modes and two user-defined modes which can be dialed in via the bike’s 4.2-inch TFT display (bottom right).
Other similarities include a slipper clutch and a standard quick shift system (QSS) that allows for smooth upshifts and downshifts under acceleration (no need to decelerate during downshifts), and a closed-loop, Mikuni throttle body fuel injection system.
The feature that most differentiates this SP model from the base MT-10 is the Öhlins latest Gen-2 Electronic Suspension sys tem, or what Yamaha refers to as its electronic racing suspension (ERS). There are three automatic setting modes and two manual setting modes, which use traditional compression and rebound adjustment terminology. While not a fan of the technology in sport bike applications, given most racers I know replace it with Öhlins manual adjustment units, it gets the job done well here.
The SP costs $3,800 more than its base equivalent, and it may just be worth it. Much like I prefer a well-configured fuel injection system to manually tuning carburetors, I prefer the simplicity of the automatic ERS setting modes over fiddling with screwdrivers on a street bike. In all tests, the bike handles very well, and ERS is the main technical difference between this SP model and the base MT-10; other differences are limited to colours, belly pan, and steel braided brake lines. Either model will bring grins.
Whether naked or fully dressed, manufacturers whose goal is to mass produce EU5-compliant superbikes that can be enjoyed by the masses on public roads and racetracks alike require in creasingly extensive electronic control systems. I tested Yamaha’s
latest generation R1M super sport model at Canadian Tire becamethen,ago.ParkMotorsportacoupleyearsAsexpectedmuchofwhatavailableon
that flagship model then has trickled down to the MT-10 SP, and we will likely see similar features appear on more of Yamaha’s models as time progresses.
But it is the differences that make the MT-10 SP the more desirable bike for me. Its ergonomics, that ERS works well in the street fighter category, plus a flatter power curve, which this year received increases in the midrange, all help. Power plant changes include a revised intake port, different cams and pistons, heavier crank webs and replacing the R1M’s titanium connecting rods with steel ones to increase reciprocating mass.
Motorcycles are a very subjective thing, and Yamaha’s MT-10 SP is a great all-round street fighter. If you are a competent rider with a good amount of self-control on public roads and would also consider the occasional track day, this might be the bike for you. It commands all sort of attention, some of which might just turn out to be very enjoyable too.
Suggested Retail: Liquid-cooled,Engine:LiquidColours:$21,099Metal/Raveninline four-cylinder 82.6Torque:Power:12:1Compression79Bore998Displacement:cc&Stroke:x50.9mmRatio:n/aft-lbat9,000rpm Fuel Delivery: 45 mm Mikuni throttle body fuel injection Final 213Weight:ChainDrive:kg(470 lb), wet 835Seat1,405Wheelbase:AluminumFrame:Six-speedTransmission:Deltaboxmm(55.3in)Height:mm(32.9in) Suspension (front): Fully adjustable inverted 43 m fork Suspension (rear): Fully adjustable Öhlins shock Tire DualBrakes190/55Tire120/70(front):ZR17(rear):ZR17(front):320mmdiscs with radial-mount 4-piston calipers Brakes (rear): Single 220 mm disc with single-piston 17FuelcaliperCapacity:L 2022 Yamaha MT-10 SP SPEC TABLE +PROS:Powerful, smooth engine with intoxicating intake growl + Comfortable, with aggressive eye-catching Samuraiinspired styling -CONS:Fuelgauge displays a full tank too long, and then rushes to empty - The self-control required for the good citizen/husband in me to prevail 24 Inside Motorcycles
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There was no hiding my excitement. I’d been wanting to twist the throttle on an electric vehicle (EV) for a very long time, not to mention a less-thanlatent desire to sit on a scooter, and now the time had come; an opportunity to test the fresh new BMW CE 04 electric scooter. The maximum output of 31 kW (equiva lent to 42 hp) is a comfortable entry into the genre, while the 45.7 ft-lb (62 Nm) of torque at 1,500 rpm with an acceleration potential of 0 to 50 km/h in 2.6 seconds is poised to live up to the electric hype in my head.
The BMW CE 04 looks amazing in person. Off the page and waiting for a rider, the futuristic beast is as enticing as it might seem intimidating. At an impressive seven-and-a-half-feettip-to-tail and dressed in Magellan Grey Metallic strategically slashed through with bright orange it could not go unnoticed. And it didn’t. Whether parked (always within view) or travelling through town, BMW’s 2022 electric two-wheeler raised the greatest number of eyebrows, questions, and camera phones. There’s also nothing quite like soaring gas prices and the impending doom of climate change to generate interest in the cleaner, cheaper innovations in transport. Add an appealing
INSIDE IMPRESSION | 2022 BMW CE 04
PHOTOS BY BEN QUINN
A FIRST RIDE FOR EVERYTHING
2022 BMW CE 04
BY SOPHIA VASSILIADIS
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Initiating the CE 04 feels like a bit of a magic trick. The key less start button triggers barely perceptible electronic events that activate the impressively clear 10.25-inch TFT display, which confirms that the scooter is “READY.” No rumbling, no roaring, only a discreet electronic trill at the twist of a throttle that deliv ers smooth, even power. I thought I’d miss the noisy feedback, but instead it was the contained capability that I found uniquely intoxicating. It “whizzes” and “whirrs,” assertively.
to recommendations. It reads more like a challenge. So, when it was mentioned that the CE 04 is better suited to urban activities, I immediately decided I’d take it to work the next day, out of town. After all (I told myself) like most cosmopolitan centres there is almost as much work in the outskirts that requires com muting via a major speedway.
The job site was also at the end of an erratically pitted dirt road that culminated in a greasy gravel lot, a scenario that might have been untenable on the smooth 15-inch scooter tires. However, thanks to the solid suspension, low centre of gravity and extremely long wheelbase of the CE 04, riders are granted a level of stability that made even these very rural road conditions manageable. Additionally helpful was knowing that I could plant both my feet if necessary.
Back in the city, I was glad to have tested the limits of the CE 04. I was more appreciative of the regenerative capabilities, acceleration and steady handling now that I was faced with a very different set of variables. The engine braking adds an extra layer of protection
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In addition to its futuristic looks, BMW’s CE 04 is packed with practical features including (below left to right) a 10.25-inch TFT display, belt drive, sufficient storage for the quick-charge cable or a full-face helmet and dual front brake discs.
package with lots of gadgetry, and suddenly the somewhat hefty base model MSRP of $15,000 feels less like a frivolous van ity purchase than it does an investment in future tech.
Off the mark, the acceleration is direct and calibrated. Where other torque capacities might result in an unintentional wheelie, this highly responsive machine stays firmly grounded, while still delivering adequate agility, and once again, without dis ruptive waves of sound. Magic.
Not surprisingly, it didn’t take long to feel righteous either, especially in the context of a loud, smelly city. Like any EV, the CE 04 does what it does emission free. Zero carbon. Zero noise. The BMW e-scooter leaves no trace, except in the psyches of all its admirers. Neither the neighbours nor their dogs heard it come and go, nor could they pick up a scent. And, thanks to the regenerative braking it felt as though, were it to be strategically handled, the scooter might be able to run forever without need ing to be plugged in. But I’ll get back to that.
I should probably come with a warning sticker: “If you don’t want me to try something, don’t tell me not to.” Yes, you read that awkward statement correctly; I have an opposite response
I quickly discovered that one of the greatest super-powers of the CE 04 is all but disabled on fast-moving routes. Without the steady source of regenerative braking, the scooter’s 130 km maximum range vanished at such an alarming rate that I found myself wishing for stop-and-go traffic! I even moved into the slow lane to allow for the engine braking to juice-up the battery. It could have been beginner’s nerves since admittedly I did arrive at my destination with power to spare, but watching your energy source evaporate while riding full-out amidst a sea of trucks is unnerving.
I’d have also appreciated a tighter turning radius. Though I get that a 66-inch wheelbase is unlikely to offer the kind of cornering available to a shorter stance, it still felt as though extra play could be made available.
Overall comfort is good. The upright ergonomics are excellent for visibility in the city, but at high speeds more shelter from the wind would be nice. Extra cushioning in the rather firm seat would be a welcome adjustment as well.
It is indeed a strange sensation to operate everything with just your fingers and thumbs and yet, it works. The left-hand digits, which are now no longer required to help shift this single-gear transmission, have taken over braking duty for the rear wheel while the left thumb does almost everything else. In addition to the usual lights, horn, hazards and signals the left hand controls the (very helpful) reverse gear and a specially designed toggle dial (two-in-one fun) that gives you access to all the system infor mation on your dash including – when you sign up for the BMW app – control over the navigation system, music and your phone. The right hand, meanwhile, is responsible for the front brake, on/ off switch, acceleration, modes and the optional heated grips.
It’s fantastically convenient that the CE 04 can be charged over night with a domestic plug. However, the optimal quick charge current available at specialized stations is preferable in between. To find the closest charge station more easily, I downloaded the PlugShare app which directed me (by strange coincidence) to the parking lot in front of the downtown BMW headquarters. There I found myself in front of a ChargePoint station that also required that I sign up for an account to access power. Two apps later, and I was finally ready for a charge that only functioned properly the first time. And to add to the app fatigue, BMW’s full complement of connectivity requires riders to download the company’s app, which doesn’t always sync up to a device’s various offerings.
Also, despite screaming-good style, certain finishes could use a bump up, such as the plastic front fender that isn’t well matched to the glossy fairing, and the exposed rear wheel nut which gives the impression that the scooter snuck off the assem bly line before someone had a chance to cap it.
Have you heard of Autonomous Sensory Meridian Response (ASMR)? That’s the favourable tingling sensation brought on by certain “gentle” stimulus, such as whispering. Though not normally associated with riding, open any electronically activated compart ment on the CE 04 (excluding the charge port) and you’ll be treated to the very satisfying space-age sounds. The audio feedback is also a reminder that all the storage spots automatically lock to keep con tents safe, such as the phone I left in the wireless charge port.
The entire operation of a scooter happens up top. Some of you motorcyclists who have either transitioned from or dabbled in scooters already know this but the biggest differences between us and “them” is that your feet need not get involved.
Despite the details, I can now imagine plugging in for life. The BMW CE 04 is fast, fun and free to become what we need it to be, including easier to power-up from the comfort of our homes, workplaces and favourite social stops. It also feels pretty good to turn heads even when you’re not the subject of their stares. When something brings you joy, you’re having too good a time to be jealous.
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Stopping for coffee or to grab groceries? If you didn’t bring along the charging cord, you can stash your lid in the hel met-sized cubby under the seat. Or if that isn’t enough, more thoughtfully designed storage can be bought from a comprehen sive list of accessory add-ons.
The CE-04 I’m riding is tricked out with the optional Dy namic ride mode which extends the basic complement of Rain, Road, and Eco by one. Want to get farther less aggressively? Eco is your mode. Want more torque and an equal amount of resistance? Click into Road or Dynamic respectively. The feistier modes pull more power from the charge, but they also generate more during deceleration, which is a plus whilst navigating the special perils of busy roads. The throttle, meantime, is so expert ly calibrated that choosing your mode-of-the-moment is more about satisfying your mood than your riding situation.
against darting dogs and distracted drivers, and the overall weight and length of the CE 04 that feels so effortlessly propelled by the electric engine is equally prepared to come to an abrupt halt.
Suggested Retail: $15,000 ($16,400 as tested) LightColours:White, Magellan Grey Metallic Permanent-magnetEngine: liquid-cooled synchronous electric motor 31Power:kW(42 hp) at 4,900 rpm 45.7Torque:ft-lb (62 Nm) at 1,500 rpm Final Drive: 231Weight:Beltkg(509 lb) wet One-speedTransmission:transmission integrated into motor DoubleFrame:housingloopsteel frame 2,285Wheelbase:mm(89.9 in) Seat Height: 780 mm (30.5 in) Suspension (front): Single bridge telescopic fork Suspension Single-sided(rear):swingarm/directly hinged suspension strut Tire 120/70(front):R15 Tire DualBrakes160/60(rear):R15(front):265mmdiscs, four-piston fixed SingleBrakescalipers(rear):265mm disc, single-piston floating 130Range:caliperkm 65Recharge(claimed)time:minutesfrom0 percent to 80 percent using optional quick charger 2022 BMW CE 04 ++PROS:Emission-freeUniquelyeye-catching design -CONS:Extra-long wheelbase and curb weight - Expensive 30 Inside Motorcycles SPEC TABLE
90 Lorem ipsum Let’s Ride! @visitpenticton | #visitpenticton SCAN HERE OR DOWNLOAD YOUR RIDE GUIDE VISITPENTICTON.COM/MOTORCYCLE-TOURINGATPenticton,BCistheperfecthubforavarietyofshort,mediumandfull-dayrides.Fromscenicpavedroadstowell-maintaineddirtroads,you’llbesuretofindafallridejustforyou!
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As for navigation, there are a couple different ways you need to be familiar with before attending these types of rallies. There is something called a road book which means you have to follow a series of symbols and mileage markers laid out on a roll chart that you control manually throughout the ride so you know where your next turn is, etc. The second option and the most popular right now is GPS guided navigation. You simply activate a route or track on the GPS that is supplied by the event host, which allows
Now, let’s circle back to the beginning of my story when I talked about meeting a whole new group of ADV riders at this event. We had the opportunity to ride together and hang for three days in the hot tubs and at the dinner table, etc. Here’s what I learned from our time together. The majority of the riders used to be street riders that were getting bored of the same old twisty paved roads. Most of them realized that two thirds or more of the roads in Canada consist of gravel and light-duty off-road trails Therefore, riding an ADV motorcycle allows for much more choice of terrain to plan your next big adventure. On that note, it’s important to understand that going from street riding to ADV riding takes a little bit more than just buying an ADV bike with decent tires. To safely ride these types of terrain, I highly recom mend taking a riding class specifically designed for gravel and
Another interesting aspect of an adventure rally in Canada is that most of these rallies do not rely on speed or time as a com petitive aspect, unlike an off-road enduro race or closed-circuit rally. Because of the amount of public roads that are used in these types of events, mileage scoring is typically used that proves to the judges that you’ve completed the prescribed course layout. You may also be judged on the accuracy of your navigation by having the GPS unit drop tracks to prove where you’ve been and what options you completed. This type of scoring allows riders that may not be the fastest, to still have the ability to win since it takes away the speed aspect and focuses on technical navigation skills.
adventure rallies and the community that attend them and specifically about the KTM Canada Adventure Rally this past June in Quebec. Besides attending La Classique this year, the COVID virus has cancelled many events over the past two years, so you can imagine how excited I was to attend this year’s KTM rally with the KTM 890 Adventure R. First off, I was extremely excited to see many familiar faces I’ve met over the years. At the same time, I was delighted to see the number of fresh, new ADV riders on the scene. Let’s digress for a mo ment, and we will come back to that topic in a moment.
There are many different options for roll chart type navigating setups which are very quickly changing to full digital systems, or you can buy a $150 GPS that can be tricky at times to see the screen and operate the buttons. The more money you spend on your GPS usually means that you will get the latest and greatest unit that turns the front of your motorcycle into Darth Vader’s bathroom.
I’d like to break down a few components of an adventure bike rally so you can understand what they’re all about. Firstly, the goal is for everyone attending to have an excellent experience. The motorcycle ride is typically created with all types of riders in mind. There is usually a more challenging route for those who are more experienced, and a less aggressive route for those who simply desire an easier road or trail ride. For example, let’s look at the KTM Canada Rally that happened in Quebec this year. There were two ride categories to choose from, one being an off-road type ride which primarily consisted of more aggressive trails tied together with really fun gravel and paved roads. The other option was a less aggressive off-road ride that focused more on gravel roads, paved roads, and very light-duty off-road trails.
ADVENTURETOWELCOMETHE
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Opposite page: The KTM paddock. You need parts, help or basic service? This is where it all goes down.
Right: Starting and finish line, where you are greeted by a cold Red Bull and the smiles of the KTM Canada staff and volunteers.
Below: Just one of the many twisty, challenging hill climbs at this year’s KTM Canada Adventure Rally.
off-road riding. Once you get into the dirt, it’s nothing like riding on the pavement. You can very quickly hurt yourself or others before first learning the basic fundamentals of this type of riding. Chris Birch offered this exact course at the KTM Rally this year and I had the pleasure of assisting him. At the end of the rally, the students who took the class came back to me saying how much better their ride was because they learned the correct techniques. Nothing is worse than getting on your first ADV bike and within the first 10 kilometres you’re already scraping bars on the ground and pulling gravel out of your teeth.
The rest of the riders at the rally mostly come from an enduro/ trail riding background so they already have all the basics down for riding off-road. They are simply looking for a new and challenging way of getting their off-road kicks. Nothing beats exploring the trails with a big and powerful adventure bike. Nine times out of ten, whenever I lend my KTM 890 to an en duro rider who has never ridden a large bike before, they come back with a huge smile on their face. Witnessing someone have an epiphany is such a cool experience, and it usually results in another person added to the ADV community. Whether you just want to ride down gravel roads and take your time enjoying the views, or challenging your skills in technical off-road riding conditions, it really is a blast doing it on an adventure bike.
ly floored to see how many small lakes we have up here. Those of us who are from Ontario and Quebec take this all for grant ed. Someone from California on the other hand, who comes from a desert environment, is simply amazed that we have this feature. The New Zealander (and I think you know who I’m talking about) is always amazed with the amount of trails and epic roadways accessible to us. That’s probably because New Zealand is a very small country with a limited supply of public access trails compared to any province in Canada. Then there are my friends from Quebec who don’t speak any English, and I
As you can tell, there is so much more to an adventure bike rally than just the ride. It’s such a great outlet to meet new people. This year’s KTM rally and other rallies brought people from California and other western states, Austria, New Zealand and other provinces in Canada. First let me share an opinion from Sean, at KTM USA. He’s from California and was absolute
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Opposite page: Lance Webb and “Coach” Lawrence Hacking rubbing shoulders (top) and KTM Ambassador Chris Birch riding across one of the many cool bridges in the event (bottom).
don’t speak any French, but through our common moto lan guage of hand gestures and ‘brap brap’ sounds, we all under stand which way we need to go, how to do it and having fun while doing it. That brings me to the older couple I met earlier on in the year, who brought their 1936 Nimbus motorcycles on a ship all the way from Austria. Their goal was to travel across Canada on these bikes because they’ve already ridden across Europe. I’m not sure what their time frame was, but apparently 60 km/h is quite exciting on those old bikes and it will take a while to traverse the entire country at that speed.
accommodations that are bike friendly, stacked with amenities and have plenty of fuel nearby. This is probably why I enjoy go ing to the KTM Rally so much. A few years ago, the KTM Can ada Adventure Rally location was at Silver Star Mountain resort, just outside Vernon, BC. All the rooms came equipped with hot tubs, drying racks, laundry services and gorgeous mountain views, and the nearby village full of restaurants and shops, all at fair pricing, making the experience very enjoyable.
IM InsideMotorcycles.com 37
Overall, if you are on the fence about attending an ADV bike rally, I highly recommend signing up for one today. Just remem ber, every single one of them is different, and may or may not suit your likes. So, research the event, take note of the credibility of the company or club hosting the event, and don’t be afraid to get out of your comfort zone. After all, it is an Adventure Rally!
Last but not least, there is the camaraderie that comes with any motorcycle gathering. I love how we all gather in the same areas during these events. For example, sometimes it’s as simple as bumping into a familiar rider in the elevator going up to our rooms and talking about that exciting water crossing or hill climb we experienced that day. Then it’s heading down to the bar and having a cold one with other fellow riders talking about the epic views and places we saw. Then there is the best part, meeting back up with the riders that had problems on the trail that I was able to assist, and collecting on the famous “I owe you a beer when we get back” promise. But in all seriousness, I’ve made a lot of great new friends attending these types of rallies over the years, some of whom I would consider family. Without these motorized events, I highly doubt I would have met such a vast collection of like-minded individuals to go riding with.
So many rides and lakes to see and enjoy in Quebec. What a place to ride! Left: Author Lee Martin and his 890 Adventure take on a single-track through the dense Quebec forest.
For some people it doesn’t matter, but let’s talk about ac commodations. Most of these rallies are hosted at resorts, campgrounds, hotels and places that can accommodate a large group with motorcycles as well as space for vendors, demo rides and training to name a few. Some of us enjoy the adventure of attending an event with nothing but our bike and camping gear, sleeping in cold, wet conditions, or roasting hot, bug-infested nights. But don’t let that deter you. Camping in the wilderness with your ADV bike can be an amazing experience, stacked with memories you will never forget. If that’s not your cup of tea, then you might be more like myself and enjoy coming back to
The
INSIDE FEATURE | RACER PROFILE
While her natural humility may prevent Bronti Verbeek from acknowledging it, she definitely possesses the X-factor. Despite
BY PATRICK LAMBIE
There are those who are fortunate to grow up in households where a shared passion for everything on two wheels sees their earliest memories filled with riding motorcycles and competing on the racetrack several years before they are even old enough to get a driver’s licence. Then there are those with the X-factor whose natural athletic ability and drive to succeed elevates them to the top of the podium even though their pursuit of racing glory began decades later in life.
PHOTO BY DAVE VELDKAMP.
THE X-FACTOR
Looking back in hindsight it’s often easy to see how fate intervened in the paths that we end up taking. Following the decision to buy a motorcycle, an unexpected birthday present and a chance meeting with a road racing coach led Bronti to the racetrack and she hasn’t looked back since. As she recounts, “Halfway through the season in 2016 I got my motorcycle licence and rode a bike for the first time. Next I did a school with On Track Performance (OTP) in August 2016 at Castrol in Edmonton. A friend actually bought me the spot with OTP for my birthday and that’s why I ended up going. But before I went to OTP, I actually met Brad Gavey who is one of the instructors. We rode together on the street and he was impressed at how I was hanging in there with him pace wise and told me I should go to the track.”
waiting until the age of 23 to embark on her two-wheeled ad ventures, this award-winning racer has already built a resume that holds its own against some of the best in the country.
The racers who truly succeed all share a series of attributes that include a desire to continually learn and improve, a com mitment to both physical and mental fitness, and a determina tion to excel, even when faced with adversity.
38 Inside Motorcycles
If she wasn’t already hooked after the OTP school, watching the final round of the 2016 Edmonton Motorcycle Roadracing Association (EMRA) season left no doubt that racing was going to be a big part of Bronti’s future. With her GSX-R750 prepped
list of requirements needed to become a successful motorcycle racer can be intimidating all by itself. In addition to the basic skills and coordination that are necessary for the basic operation of a motorcycle, a racer needs to have the natural ability and capacity to take their riding to a level that continually challenges the limitations of motorcycle and rider alike – but that is just the beginning.
Bronti Verbeek
Moving into the Pro ranks in 2021, picking up her third EMRA Women’s Open championship along with new class lap records at both Castrol and Stratotech Park, and finishing in second place in the Sportsman Championship earned Bronti the coveted Pro Rookie of the Year award, which ranks among her favourite accomplishment to date. “Getting Pro Rookie of the Year meant the most to me. It’s a really big award to get, all the names on that trophy are really fast guys and to be included is amazing.”
PHOTO BY DAVE VELDKAMP.
for the track and race school completed, Bronti moved from the spectator side of the fence and on to the starting grid in 2017, picking up the Women’s Open championship in her first season. More success followed, including another Women’s Open title and multiple class lap records as well as the 2020 Intermediate Sport Bike championship where Bronti was the only female in an otherwise all male class. She also came within one point of winning the Intermediate Superbike championship in 2020.
Five more race wins in 2022 brings Bronti’s career wins to 32 and counting and by all accounts her performance continues to reach new heights as evidenced by the new Sportsman class lap record she set by joining the select few who have managed to navigate the tight two-kilometre Stratotech circuit in under a minute.
PHOTO BY BRAD GAVEY.
PHOTO BY BRAD GAVEY.
InsideMotorcycles.com 39
In addition to racing, the evolution of Bronti’s racing career now includes the role of instructor at OTP where she continues to inspire the next generation of racers. “I first started as a student with OTP. Brad is a long-time instructor with OTP and has been coaching me since the beginning and it was a natural progression to start in structing. I realized that I could articulate well to students about riding and I really enjoy it. I love watching people gain more confidence and overcome previous limits that they set for themselves. It’s a really rewarding sport and to be able to help people enjoy riding more and to do it better and safer is awesome.”
For Bronti a big part of her focus includes physical fitness: “To be able to do this sport well, being physically fit is a must. I cycle three or four times a week as well as weight training four times a week. I also go dirt biking on the weekends and play ball hockey four times a week during the winter months. I found for myself that I have to have good cardio to be able to last the whole race, especially in Expert Superbike when I’m doing 16 laps at pace at Stratotech or Castrol it makes it easier. If you’re thinking about how unfit you are, you’re not thinking about racing and what you need to do it that moment. I work on balance exercises too, on the Bosu ball or a wobble board, it helps to train the muscles needed for stabilization on the motorcycle.”
Of course, crashing and injuries are a reality of motorcycle road racing and Bronti’s mental strength has helped keep her career on track. “That’s been the hard est thing for me to overcome in this sport. I’ve had six injuries from crashing in the five years I’ve been racing motorcycles. Being mentally strong has been something I’ve had to develop in order to keep racing, it really just comes down to, for me, that I want to succeed and I love the competition. It came to a point I wasn’t enjoying it because of the injuries and Brad asked me if I wanted to continue on and I decided I wanted to and ever since then it helped my focus. The thought of quitting just doesn’t work for me.”
PHOTO BY ANETT MESZAROS.
With her sights firmly set on winning an EMRA Pro Superbike race in the near fu ture as well as the Pro club championship, Bronti also envisions racing at the nation al level. The combination of natural abilities with exceptional focus and determina tion have already proven that Bronti is a force to be reckoned with on the racetrack, so it is just a matter of time before these goals and many more become reality.
IM 40 Inside Motorcycles
been one of the smoothest riders around and has a focus of where he wants to go, coming out of turn 2 he is already zoomed in on turns 3 and 4. He’s smart.”
was a often-followed and well-worn path. I speak of the path that racers Cal Rayborn and Kenny Roberts followed, the same route that Michel Mercier and Jon Cornwell took; the on-ramp to successful road racing from dirt track. In the late 1970s and through the ‘80s it was the norm; these days, not so much.
It
FRANKLY SPEAKING
His 2020 season put on hold (COVID), Boyd concentrated his efforts on personal training, paying for his KTM 450 race bike and set his goals for his sophomore season as an Intermediate. One of those goals was to capture another FTC national champion ship and once more his goal was accom plished creating a seamless transition into the Pro ranks. His greatest challenges yet await him in professional dirt track motor cycle racing and he is up to the challenge; proof positive was his third-place podium finish in his first race with the fastest at a re cent FTC national at the Welland Speedway.
Canada racing. His saddle time training on the lightweight bikes paid huge dividends for Deadman as he piloted the 450 to a Nov ice national championship, capturing Rook ie of the Year award along the way. That Rookie of the Year was also available in the Intermediate class for 2019 and Deadman won that by virtue of a national rank fourth place in the Open class and fifth in DTX.
There may be more to tell than dirt track of Boyd Deadman in the near future. He may be on his way to a road race career as well. I got to see him at the FAST riding school this past May at Shannonville Motorsport Park and was very impressed. The smooth ness that Todd Vallee referred to was in evidence, and will serve him well should he wish to continue. The instructors and riding coaches at FAST were suitably impressed and he left for home with the day’s Top Rider acknowledgement. With the adage ‘no substitute for saddle time’ Boyd is also getting said time participating in track days at Grand Bend Motorplex.
42 Inside Motorcycles
IM
Where Toni’s school and series has the advantage is that the future stars are starting very young and are taught skills that become ‘muscle memory’ and will last a lifetime. It is the new path and while the old way isn’t getting much use, it’s still there and still works; enter dirt track racer Boyd Deadman.Deadman
PHOTO BY DAMIAN PEREIRA
FRANK
In a 16-race series, in which he only competed in eight, Deadman placed third at year end, that was 2011. The following year he won a trials event as well as an indoor motocross and placed second in the PW50 Yamaha class in flat track. In 2013 he won the Paris short track regional series in the 50 cc division and was voted the Most Promis ing Rider. The promise continued into the ‘14 season as he won both the 65 cc and 85 cc class championships in the Paris regional series and took second in both classes in the national championships. The roll continued into the next season and a move into the 250 cc division where a third at year end awaited him along with a second in the 85 cc class on the national level and another regional championship in both classes. A breakthrough arrived in 2016 as Deadman netted his first national championship in the 85 cc class and came very close in the 250 Junior class as well settling for second at season’s end. He followed that with domination of those same two classes in the regional races of 2017.
TheWOODPath We Choose
Today, the future stars of road racing are coming from the mini road racing schools around the world and exemplified here in Canada by Toni Sharpless’ Super Sonic Mini SBK series and school. Toni herself took the old route, coming from success on dirt ovals to even more success on asphalt, her accomplishments enough to secure a place in the Canadian Motorcycle Hall of Fame along with another dirt tracker turned road racer Michel Mercier.
Mini road racing training was not avail able to him when Boyd Deadman started his motorcycle racing career and now of course he’s too big. He has to take and seems to be taking to the old path to success in road racing; start by being a really good dirt track racer, and just follow the path trodden by the likes of Cornwell, Mercier, Roberts, Mann, Rainey, Lawson, Schwantz, Spencer and many, many more. Yes Boyd, you can get there from here.
The big bikes awaited Boyd for 2018 and the challenge of the much more powerful 450 cc singles that still dominate Flat Track
Boyd Deadman looks poised to make the move from dirt to asphalt.
has been under observation for some time now as a dirt track racer. Flat Track Canada series announcer Todd Vallee has watched him compete since day 1. “Ever since he was riding 50 cc bikes, Boyd has
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Right now, attention is focused on a new crop of racers who have stepped up to fill the void created by middleweight king Sebastien Tremblay’s decision to return to the 1000 cc Superbike feature series with Turcotte Performance Kawasaki. Tremblay’s effort in recent years on his Ninja ZX-6R are legendary, and the popular bike shop owner from the Montreal suburbs has set a very high standard for this division.
ROAD RACE REALITY COLIN
IM
However, Simpson had his momentum dissipate on the first lap of Sunday second round, crashing out of the front pack on the opening tour. Then at Calabogie, a big incident on the test day eliminated Simpson from the weekend’s two
It is likely that the Sport Bike rules, built around the Canadian model of Dynojet dyno and weight testing at the circuit, will soon be updated to incorporate new machines permitted in World Superbike and MotoAm erica action. The advent of bigger twins and triples, likely balanced by the dyno to com pete with the remaining 600-ish four-cylin der offerings, will mark the next step in the generational development of the central middleweight division.
champ for Bickle Yamaha from the last full, pre-COVID season, 2019.
Hornblower has successfully battled against the likes of Tremblay and two-time Pro Sport Bike national champ Tommy Casas and is fast at every venue on the tour. However, he has been troubled by nagging injuries, a pre-season testing fall at Cala bogie and a tumble out of contention the first 2022 national at Grand Bend.
Heading into the season, it looked like there were seven or eight racers who had a chance to step into the top spot left vacant by ‘the Shaker.’ The obvious choice was Will Hornblower, the Liqui Moly Pro Sport Bike
By
the time you read this, the CSBK national road race championship will have crowned a new Liqui Moly Pro Sport Bike Champion. The middleweight division is a cornerstone of the national tour, dating back to its days as 555 Produc tion and 600 Super Sport.
DionLastnationals.year,Trevorburstontothe
Dion won pole for the Superbike opener Friday aboard his BMW, and on Saturday earned his first national victory in Liqui Moly Pro Sport Bike. Dion had fought for the lead with David MacKay on the Fast Company Kawasaki, but MacKay’s fall on a red flag-caused restart opened the door for a dominant effort by upstart Dion.
MacKay is likely the rider most inclined to step into Tremblay’s unused No. 1 plate, especially since some of the top Quebec 600 class racers, including Phillipe Masse, opted not to attend Grand Bend. So, MacKay’s crash in race 1 will force him to charge back through the full eight race series. His climb back up the standings got a good launch when he bounced right back to edge Hornblower for the win in race 2 on Sunday at Grand Bend.
Trevor Dion, David MacKay, Elliot Vieira and announcer Frank Wood.
Pro scene with a huge per formance at Canadian Tire Motorsport Park with his LDS Consult ing Kawasaki. His first Pro podium at ‘old Mosport’ made him a favorite for the 2022 season opener at his family track, the SOAR regional series base of operations, Grand Bend Motorplex.
Snow City Yamaha pilot Elliot Vieira works at famed race shop Brooklin Cycle Racing during the week and has a strong pedigree as a Guyanese champ. However, since ar riving in Toronto for engineering school, he has had one setback after another on first Kawasaki and now Yamaha middleweight equipment. A protégé of 1980s 250 GP and Superbike hero Clive Ng-A-Kien, Vieira has looked ready for a breakthrough for several years.Last year, Vieira occasionally battled Tremblay, an impressive accomplishment. This year, he started well on a track he doesn’t know, Grand Bend, and then had a great weekend at round 2 at Calabogie at the start of July.
Yamaha’s Blu Cru program has focused on development of young racing talent of late, including the LeClair brothers, Jake and Ben, both pace setters and champs in the national Amateur Lightweight Sport Bike series. Jake has persisted with much promise in the Pro ranks, but so far, his efforts are plagued by bad luck, including an illness that sidelined him during the 2022 second national at Calabogie.
One of the feel-good stories of the opening national at Grand Bend was that of Matt Simpson, another graduate of the Lightweight Sport Bike series. In the first Sport Bike national of the year, Simpson took advantage of the issues suffered by others to earn a very impressive third with his Evans Racing Yamaha.
ChangingFRASER of the Guard
Vieira fought for first on Saturday at Cala bogie with Dion and MacKay, the trio quickly distancing themselves from the pack. Then Vieira had an all-out last lap, passing for first to earn his first career national victory in Canada.Sunday’s race was just as good, as Vieira overdid it on the final tour, and MacKay stayed calmed to exploit the gaps offered by Vieira and Dion, making McKay the first double winner of 2022. With four races left to go this trio are oh-so close in points: it’s shaping up as a great year for rising stars on the Canadian scene.
44 Inside Motorcycles
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The VRRA features classes from different eras, engine types and styles, but the common element is that they are built to race.
The TR750 was developed by Suzuki in the early 1970s to compete in Formula 750 racing.
The annual VRRA (Vintage Road Racing Association) Vintage Festival event is one of Canada’s best for those of us that are interested in vintage road racers and street bikes. Held in early August at the Canadian Tire Motorsport Park (formerly Mosport) circuit north of Bow manville, it attracts racers and spectators from both sides of the Canada-US border. In recent years Canadian Tire has invested significantly in upgrades to the 4.0 km (2.5 mile) 10-corner road course and to other facilities at the track creat ing a Grand Prix calibre venue.
46 Inside Motorcycles
VRRA racing includes classes for older or newer modified production machines, different generations of over-the-counter production road racers, custom-built period specials, as well as various vintages of GP machines and Superbikes. The VRRA’s class groupings include machines of comparable performance and vintage which favours close and competitive racing not just between the front-runners, but with dicing between small clus ters of racers spread throughout the entire field of entrants.
Story by Graham Clayton / Photos by Ben Quinn
This year’s three-day event started on Friday and featured a two-hour endurance race in the afternoon. Both Saturday and Sunday were taken up with a series of short races for the VRRA’s 11 classes of vintage racers. These include nine solo machine classes, plus two racing sidecar classes, one for Periods 1 and 2 rigs and one for Period 3 sidecars. Each day’s racing program was geared to end at around 5 p.m.
VRRA races include racers who are new to the world of vintage racing as well as veteran competitors like David Crussell seen here on his Yamaha.
One of the things that attracts spectators to vintage motor cycle road races is the far greater diversity and variety of machines entered as compared to modern era motorcycle racing events. These include both two-stroke and four-stroke machines of different displacement, some air-cooled and others watercooled. The vintage engines that power the bikes can include horizontal and vertical twins, as well as V-twins, L-twins or horizontally opposed twins, transverse triples or fours, or more recent longitudinal multis and V-fours.
The VRRA’s 2022 Vintage Festival
One of the types of racing that one seldom if ever sees at modern era races is sidecar racing, which can be truly ex citing to watch as rig drivers and their monkey partners fight to beat their fellow racers sometimes with their sidecar wheel well off the ground and the passenger hanging off the side of the chair to prevent the rig from flipping over. Vintage racing motorcycles might be dated, but they are by no means slow, nor are the riders who race
rare vintage machines were present at this year’s festival. These included a world champion ship winning AJS 500 cc ‘Porcupine,’ a 350 cc AJS ‘Boy Racer’ and a mid-1970s MV Agusta works 500 cc four, part of Rob Iannucci’s Team Obsolete GP collection. Other rare models in the paddock included two mid-1970s Formula 750 machines, one a three-cylinder Kawasaki 750 cc ‘Green Meanie’ and the other a Dennis Curtis Suzuki TR750. Other vintage racer eye candy present included an early ‘80s Ducati Formula TT2 rep lica, plus a Honda RC30 and a Yamaha FZR750 superbike, to mention just a few of many.
InsideMotorcycles.com 47
(Canadian Vintage Motorcycle Group), Canada’s largest club for vintage bike owners and enthusiasts, and has become a regular component of the festival in recent years. The range of machines on exhibit spanned the last century or so and included early 1900s single-cylinder and V-twin models, as well as more recent Japanese, British, continental European and American makes and models. In addition to the regular concours judging spectators got to vote on what they viewed as their favourite bike on display.
Numerousthem.
In addition to the impressive collection of racing machines present at this year’s Vintage Festival, there was also a large collection of immaculate vintage street machines, café racers, one-off specials and vintage competition bikes on display in a Concours D’Elegance event. This was organized by the CVMG
(Above) The VRRA offers the unique opportunity for spectators to take in the ballet that is sidecar racing. (Top) In addition to the on-track action, the CVMG put on a display of rare vintage machines.
For those readers who have not yet attended the annual VRRA Vintage Festival, or for that matter any of the VRRA’s other three annual vintage racing events, you should certainly consider doing so. You won’t regret it IM
Formula 16 Unlimited Round 3
Spec GP Round 3
1st: Gavin Lindenbach
2nd: Curtis Lindenbach
Alberta Mini Roadracing Association –Rounds 3 and 4 – Strathmore Motorsports
Formula Thunder Round 3
2nd: Cole Reimche
1st: Reaghan Ross
1st: Treston Morrison
1st: Lincoln Scott
200 Supersport Round 3
Formula GP Round 3
1st: Treston Morrison
Moto 12 Round 3
Spec Thunder Round 3
3rd: Rhys McNutt
125 Supersport Round 3
Youth 6 to 9 Round 3 Race
1st: Gavin Lindenbach
1st: Rhys McNutt
125 Supersport Round 4
3rd: Cole Reimche
125ParkJunior Cup Round 3
3rd: Curtis Lindenbach
3rd: Carlo Rangas
1st: Curtis Lindenbach
3rd: Rhys McNutt
3rd: Rhys McNutt
1st: Curtis Lindenbach
2nd: Carlos Rangas
Youth 6 to 9 Round 3 Race 2
3rd: Cole Reimche
Moto 8 Round 3
Formula GP Round 4
Formula Thunder Round 4
2nd: Adrian Beaulieu
1st: Treston Morrison
As the 2022 season continues to unfold, here is a look at some of the racers who are making headlines across the country with their podium-winning perform ances.
2nd: Treston Morrison
1st: Reaghan Ross
3rd: Dearm Jr. De L
3rd: Dearm Jr. De L
Lightweight Supersport Round 3
3rd: Ryder Salt
1st: Jason Valdez
2nd: Carlos Rangas
1st: Lincoln Scott
SUPER SERIES action with Jamie Burghgraef (No. 736), Olivier Millette (No. 494) and Eric Althuizen (No. 20).
3rd: Rhys McNutt
2nd: Lincoln Scott
1st: Treston Morrison
2nd: Lincoln Scott
2nd: Lincoln Scott
PHOTO BY PHILIP WONG.
3rd: Carlo Rangas
2nd: Lincoln Scott
IM Podium Rundown
1st: Treston Morrison
1st: Lincoln Scott
3rd: Cole Reimche
3rd: Rocky Dizon
3rd: Carlos Rangas
2nd: Lincoln Scott
1st: Jason Valdez
2nd: Adrian Beaulieu
3rd: Rhys McNutt
3rd: Rhys McNutt
1st: Thad Klassen
1st: Jonathan Reimche
2nd: Ethan Reardon
2nd: Jason Valdez
3rd: Carlo Rangas
1st: Jason Valdez
1st: Curtis Lindenbach
3rd: Thad Klassen
Moto 4 Round 3
2nd: Jason Valdez
125 Junior Cup Round 4
Mottard Round 3
2nd: Treston Morrison
2nd: Thad Klassen
2nd: Curtis Lindenbach
Formula 21 and Over Round 4
2nd: Lincoln Scott
3rd: Jonathan Reimche
1st: Lucas Morrison
3rd: Curtis Lindenbach
3rd: Curtis Lindenbach
Supermoto Round 3
48 Inside Motorcycles
1st: Curtis Lindenbach
1st: Rhys McNutt
Formula 21 and Over Round 3
3rd: Ryder Salt
2nd: Ethan Reardon
200 Supersport Round 4
2nd: Lincoln Scott
2nd: Rhys McNutt
2nd: Carlos Rangas
Formula Under 21 Round 3
2nd: Carlos Rangas
3rd: Andrea Purdy
1st: Alex Beaudoin
2nd: Alex Coelho
Moto 8 Round 4
Spec Thunder Round 4
Gtamotorcycles.com BOTT Heavyweight/In Tune Designs Rookie Cup Race 2
3rd: Aleksander Radecki
1st: Jean-Pascal Schroeder
Smoke Signals Racing 76 Lost Era Heavyweight Race 1
Lightweight Sportsman/Novice Race 2 1st: Alex Beaudoin
2nd: Rhys McNutt
3rd: Carlo Rangas
2nd: Lincoln Scott
3rd: Marc Laplante
Amateur Superbike Race 1
3rd: Reg Pay
1st: Sebastian Lup
Bickle Racing Pro Open Sprint/Kennedy Motor sports Amateur Open Sprint Race 2
1st: Drew Morrissey
2nd: Alex Coelho
3rd: Adrian Mitchell
2nd: Chris Pletsch
3rd: Ryder Salt
Gtamotorcycles.com BOTT Heavyweight/In Tune Designs Rookie Cup Race 1
1st: Zoltan Frast
2nd: Curtis Lindenbach
2nd: Ethan Reardon
3rd: Brad Lepore
Sibs Powersports Pro Old Folks Club Race 1
1st: Jason Nash
AMOL BOTT Lightweight Race 2
3rd: Doug Brown Fast Company Pro Superbike Race 2
Squidskins Lost Era Lightweight Race 2
1st: Treston Morrison
3rd:PedramDunwoodieJajarmizadeh
1st: Aleksander Radecki
3rd: Rian Lewis
DP Brakes Lightweight Superbike Race 2
2nd: Curtis Lindenbach
3rd: Wes Barnes
3rd: Scott Rupert
3rd: James Royce
3rd: Andrea Purdy
3rd: Brad Lepore
2nd: James Royce
3rd: Sebastian Lup
RACE Super Series – Round 3 – Shannonville Motorsport Park
2nd: Alex Coelho
2nd: Dylan Jimenes
3rd: Sebastian Hothaza
Eurorace Moto 1
3rd: Scott Rupert
3rd: Dwayne Bucholz
1st: Zoltan Frast
1st: Jordan Bauer
1st: Chris Pletsch
3rd: Rian Lewis
2nd: Ryan
1st: Chris Fehr
3rd: Adrian Jamanis
1st: Gavin Lindenbach
3rd: Lincoln Scott
3rd: Ryder Salt Youth 6 to 9 Round 4 Race 3
2nd: Luke Bauer
Ecovert Formula Femme/Rick Westbrook Memorial Vintage Race 1
Bickle Racing Pro Open Sprint/Kennedy Motor sports Amateur Open Sprint Race 1
3rd: Jim Freitas
2nd: Tanner Sibinski
ACME Motorsports Pro 600 Extreme Race 2
1st: Taylor Lightfoot
3rd: Lincoln Scott
Moto 12 Round 4
3rd: Sebastian Lup
2nd: Mike Raniowski
3rd: Chris Fehr
2nd: Tanner Sibinski
3rd: Lucas Morrison
1st: Gavin Lindenbach
3rd: Marc Laplante
2nd: Steven Nickerson
3rd: Adam Pearsall
1st: Mike Raniowski
2nd: Vincent Lalande
Squidskins Lost Era Lightweight Race 1
3rd: Jim Freitas
Sprint Cup Race 2
Youth 6 to 9 Round 4 Race 1
Starsky Fine Foods Amateur Old Folks Club Race 1
InsideMotorcycles.com 49
3rd: Jordan Decarie
1st: Guiseppe Calascibetta
1st: Rick Schaefer
SOAR Racing – Round 3 – Grand Bend
1st: Jonathon Reimche
2nd: Jared Braun
2nd: Reg Pay
1st: Reg Pay 2nd: Jason Nash
1st: Elie Daccache
2nd: Ethan Reardon
1st: Jared Braun
3rd: Chris Moser
3rd: Chris Fehr
Smoke Signals Racing 76 Lost Era Heavyweight Race 2
Pro-Am Superbike Race 1
2nd: Wes Barnes
3rd: Alex Deshaies
2nd: Stephen Kostuk
3rd: Zoltan Frast
Sibs Powersports Pro Old Folks Club Race 2
Formula Under 21 Round 4
2nd: Reg Pay
Sprint Cup Race 1
Lightweight Sportsman/Novice Race 1
1st: Elie Daccache
3rd: Lincoln Scott
IM
Ecovert Formula Femme/Rick Westbrook Memorial Vintage Race 2
2nd: Sebastian Hothaza
1st: Jordan Bauer
1st: Zoltan Frast
1st: Steven Nickerson
2nd: Sebastian Hothaza
2nd: Rhys McNutt
2nd: Eric Quintin
2nd: Adam Pearsall
Pro-Am Superbike Race 2
DP Brakes Lightweight Superbike Race 1
Pro-Am Sportbike Race 1 1st: Alex Coelho
2nd: Pedram Jajarmizadeh
Lightweight Production Race 2
Motard Round 4
2nd: Dewen Hernery
2nd: Curtis Lindenbach
2nd: Devon Henery
1st: Rick Schaefer
1st: Zoltan Frast
2nd: Sebastian Hothaza
2nd: Chris Pletsch
3rd: Chris Fehr
2nd: James Royce
TracksideMotorplexCuts
1st: Lincoln Scott
1st: Mike Raniowski
1st: Carlo Rangas
Dunlop Prostar Motorsports Amateur 600 Extreme Race 2
3rd: Brian Petersen
3rd: Ryder Salt Youth 6 to 9 Round 4 Race 2
Fast Company Pro Superbike Race 1
2nd: Sebastian Hothaza
2nd: Alex Coelho
Heavyweight Sportsman/Lightweight Superbike Race 2
Spec GP Round 4
2nd: Eric Quintin
1st: Rhys McNutt
AMOL BOTT Lightweight Race 1
2nd: Ethan Reardon
2nd: Richard de Boer
3rd: Chris Fehr
Pro-Am Sportbike Race 2
Eurorace Moto 2/Moto3
1st: Ethan Tavares
1st: Elie Daccache
3rd: Jordan Decarie
1st: Lincoln Scott
Don’t forget to send your club results, personal race reports and all the latest happenings from your home track to editor@insidemotorcycles.com so that we can feature you in print and online at www.insidemotorcycles.com
1st: Chris Pletsch
3rd: Alexander Ledaire
3rd: Brian Petersen
1st: Aleksander Radecki
1st: Taylor Lightfoot
3rd: Brian Petersen
2nd: Richard de Boer
1st: Aleksander Radecki
2nd: Stephen Kostuk
Moto 4 Round 4
Starsky Fine Foods Amateur Old Folks Club Race 2
3rd: Cole Reimche
1st: Treston Morrison
1st: Robert Kipping
2nd: Steven Nickerson
1st: Sebastian Lup
Trackside Cuts Amateur Superbike Race 2
3rd: Chris Moser
Heavyweight Sportsman/Lightweight Superbike Race 1
2nd: Rhys McNutt
3rd: Scott Rupert
2nd: Doug Brown
Lightweight Production Race 1 1st: Jean-Pascal Schroeder
1st: Gavin Lindenbach
1st: Elie Daccache
3rd: Rhys McNutt
2nd: Sebastian Hothaza
Dunlop Prostar Motorsports Amateur 600 Extreme Race 1
1st: Drew Morrissey 2nd: Luke Bauer
2nd: Alex Coelho
3rd: Kyle Newman
ACME Motorsports Pro 600 Extreme Race 1
1st: Steven Nickerson
1st: Robert Kipping
50 Inside Motorcycles
Other than constantly refining electronics and how they interface with our modern motorcycle, the basic architecture hasn’t changed much concerning the bikes be neath us. The engine, be it gas or electric, is basically between our knees nestled in a main frame. The rear wheel moves vertically up and down (well, in a slight arc determined by the length of the swingarm) attached to the frame to isolate us from bumps while we ride. The fact that the suspension is less and less effective as the bike leans over farther and farther is an engineering challenge that we really have yet to overcome. The front wheel turns left to right on bearings in the front of the frame, and braking duties are handled almost exclusively by single or dual discs squeezed by calipers. Fuel, if the bike uses internal combustion, is usually carried above the engine, which reduced the need for a fuel pump back when bikes were carbureted. As a rider, we sit just behind the fuel tank on a small seat on the frame, holding onto handlebars bolted to the front wheel and suspension. This general layout has been in place for almost 100 years now, which, on one hand could point to a possible lack of real progress in the advancement of
INSIDE TECH
OutsideSharrardthe Box
the motorcycle, but, on the other hand, if it ain’t broke... don’t fix it!
Chain vs. shaft drive. The vast majority of motorcycles use a simple multi-plate link type chain to transfer power from the en gine to the back tire. Since the engine is fixed in the frame, and the rear drive wheel moves up and down anywhere between 125 and 300 millimetres (roughly 5 to 12 inches), some method of power transmission must be employed to function while the rear tire is in motion. The chain drive in this application has worked quite well for years and years.
By John
Racing or physical competition has been the measure of human and mechanical progress since early Greece, and bikes, like people, continue to get faster and faster as our brightest engineers continue to refine this fairly standard package. In this article, let’s look at a couple different ideas and different ways that some designers have employed to make their bikes a little better while thinking, even a little bit, outside the box.
Pros: The chain drive system is relatively light in weight and fairly reliable. Not perfect mind you, but if maintained, it can give a long trouble-free life. Also, final drive ratios are quite
Next month, we can look at Ducati’s frame design and KTM’s different suspension systems on their off-road machines to see how they are looking outside the design box! Until then, ride safe and keep it between the ditches!
easy to change, as most aftermarket suppliers will offer two or three front (or countershaft) sprockets, and sometimes as many as 10 or 12 different rear sprocket options in different diameters, which we relate to by changing the number of teeth on the front and rear sprockets. This ability to ‘tune’ the final drive ratio makes customizing the bike’s power delivery very easy, which is essential in a racing application to adjust the top speed and rate of acceleration to different course lengths and layouts. Also, drive chains are very simple to maintain by the average enthusi ast, who can clean and lubricate them easily.
As the alternate idea, some cruisers and sport touring ma chines will use a shaft drive system in place of the drive chain, which is then incorporated into the rear swingarm or suspen sion system. Pros: Clean and tidy. No dirty or rusty chains to worry about that constantly want oil or grease applied which then flies off all over the tire or rear of the motorcycle. The shaft drive system incorporates gears and bearings hidden inside the swingarm to transmit power from the engine to the back tire. The parts are all neatly inside the sealed, painted swingarm and can run in a bath of oil or grease to eliminate the concern of rust or road contamination, providing the rider with one less thing to worry about. Cons: The shaft drive system with its robust swingarm, bearings, shafts and CV joints, is heavy. The nature of all these parts sealed inside their housings, mean that ratio changes are difficult if not impossible. This doesn’t exclude them from competition, as many of my customers with vintage BMW and Moto Guzzi race bikes can attest, but it makes it very difficult to change this final drive ratio for different racetracks. With a shaft drive, we have removed the highest-mainten ance-requiring device on the bike, so riders with limited to no mechanical ability need not worry about constantly cleaning and lubriating this portion of the motorcycle. The shaft drive also does not ‘stretch’ over time requiring a loosening of the axle and adjustment of the chain tension, which can be stressful if the owner isn’t confident in this process,
IM
Cons: They do need maintenance. If you neglect the chain and the quality of the chain is low, or the conditions are harsh, it can stretch and ruin the sprockets, or even fall off or break, stranding the owner. Chains are currently made from steel, so they rust easily. Not many external parts on a motorcycle are unpainted steel, so the chain needs extra cleaning and lubricat ing when compared to the rest of the motorcycle, especially after riding in the rain.
Well, BMW has an alternate design that offers a work-around to this problem. Coined the Telelever system, it still employs the simple slider bushing fork design to permit wheel travel while giving a spot to mount the handlebars, but the damping and preload system, much like out back, is contained in one shock absorber mounted just under the fuel tank. The real change, however, is in the way the shock is mounted between two arms that bolt to the frame behind the shock, and the upper and low er fork tubes ahead of the shock. Now, when the rather conven tional forks compress, the bike’s geometry doesn’t get steeper reducing stability, it actually relaxes the fork angle adding stability as the suspension compresses.
Pros: The bike as mentioned above becomes more confidence inspiring through added stability as the suspension compresses, which aids to the enjoyment of the riding experience. The bike is also far less prone to brake dive, which is a limiting factor that aggressive riders must deal with. Conventional fork design dives like crazy when the brakes are applied hard, dramatically reducing or eliminating any suspension travel left over to deal with corner entry bumps. The BMW Telelever design is not affected by this as much, so bumps are still quite manageable even while braking aggressively. Cons: Like shaft drive, this system is heavier for sure, and the newly required shock takes up valuable room where the engine and fuel tank usually meet, which required a rethink of component placement.
Pros: Everyone has been employing this system for so long that it is very advanced in its understanding and function. Damping and spring cartridges are available to insert inside these tubes to give much better control and adjustability if the rider desires or requires it. Cons: As the sliding fork suspension system cycles from fully extended to fully compressed, the deli cate rake and trail measurements up front reduce and the bike becomes less stable, changing the handling quite significantly. Chassis designers must compromise the design and hope we don’t really notice the imperfection as the suspension cycles.
InsideMotorcycles.com 51
front brakes and the important front tire has always been a chal lenge to designers and leaks still occur and need to be addressed quickly for the rider’s safety.
Front fork design. Another system on a motorcycle that has varied away from a long-held standard is the design of the front suspension. Again, we see the vast majority of motorcycle manufacturers use a sliding inner and outer tube design to per mit wheel travel over the bumps while providing bearings and an axle to hold onto the spinning front tire. The lower tubes will hold the brake caliper or calipers while flexible lines allow us to communicate brake fluid and electronic wheel speed sensor data back up to the suspended components above. The damping control systems have awkwardly been stuffed inside these small ‘fork’ tubes, to control unwanted oscillations after bumps and road irregularities have been encountered. This inner/outer tube design with dampers inside now needs seals and bushings to permit this motion while containing a lubricating and damping media, more commonly known as oil. Having oil so close to the
Opposite page: This Moto Guzzi uses a shaft drive in conjunction with a single-sided swingarm. Above: The front shock on BMW’s Telelever front suspension can be seen back in behind the fork.
52 Inside Motorcycles
Referred to by many as “the original social network,” motorcycle rallies have grown in number, size and popularity, with events like Sturgis, Daytona Bike Week and Laconia achieving a position on the bucket lists of motorcyclists from around the world.
INRALLYTHE ROCKIES 2.0
The team from CHD Customs used the Rally in the Rockies as the opportunity to unveil their latest creation “HELLRAZOR” as Pro racer Ethan Barkley hit the dragstrip for a series of initial test runs.
Regardless of what they ride, put two motorcyclists on opposite sides of a crowded room and before you can say “kickstands up,” they will have automatically gravitated towards each other and the sharing of stories of favourite bikes, rides and destinations will have commenced and continue long past the time that the non-riders in attendance deem as being normal. Given this obvious source of camaraderie, it was only natural that the invention of the motorcycle was quickly followed by the introduction of the motorcycle rally.
BY PATRICK LAMBIE PHOTOS BY PATRICK LAMBIE AND F.J. MONTES
have the undisputed ability to form an immediate bond between those who ride them.
All shined up and ready to be shown. Let the judging begin.
Motorcycles
The vendor midway was a great gathering spot for old and new friends alike.
The Harley-Davidson shop in Banff was just one of the passport destinations.
Launched in 2020 the Rally in the Rockies reflected the vision of Calgary Harley-Davidson General Manager Eric Sum, who recog nized it as an opportunity to introduce other riders to the wonders of the Rocky Mountains and their world-class roads with group rides scheduled throughout a week-long affair. Following two successful years in this original format, 2022 saw big changes in the rally, as Harley-Davidson Canada assumed operation of the event in conjunction with their local dealer partners in Alberta.
Reimagined as a two-day event, the 2022 edition saw focus shifted to the venues; opening on Friday, July 22 at Blackjacks Roadhouse south of Edmonton in Leduc, AB before moving to the Airdrie Air Park on the north side of Calgary the following day. Where the previous Rally in the Rockies events were re quired to work within the confines of public health restrictions, the 2022 edition was the first to be held since these were lifted, which opened the door for more in-person activities. Each loca tion featured vendor displays, food trucks, live music, show and shine contests, stunt riding performances and of course a large semi-truck full of the latest Harley-Davidson models for test rides. The larger Airdrie location accommodated the addition of drag racing, an aerial stunt show and motorcycle games contest.
No time for a haircut? No problem at the Rally in the Rockies.
Focused on their goal of connecting riders with an interactive and entertaining experience, regardless of what brand of motor cycle they ride, the team at Harley-Davidson Canada is already hard at work assessing the learnings from the 2022 rally and making plans for 2023 to be the best Rally in the Rockies as it continues its own bucket-list journey.
interest along defined routes. Riders completing their passports were entered into a draw for multiple chances to win $1,000 Harley-Davidson gift cards as well as a grand prize of an all-ex pense-paid trip to return for the 2023 Rally in the Rockies.
Defying gravity.
Master of ceremonies, Phoenix Phillips, interviews contestants prior to the start of motorcycle games’ slowest race competition.
54 Inside Motorcycles
The Harley-Davidson demo rig was on hand offering riders the chance to sample the latest motorcycles from the Milwaukee Motor Co.
Of course, motorcycles are made to be ridden and the organ izers included a passport contest, which challenged riders to visit multiple Harley-Davidson dealerships and other points of
IM
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56 Inside Motorcycles
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sion of the H1R. The H2R engine was new with a 71 mm bore and a 63 mm stroke, special crankcases, cylinders and cylinder heads, a five-speed racing gearbox and a beefed-up clutch with two extra plates. The engine ran on pre-mixed fuel that was fed to the cylinders via three Mikuni VM35SC smooth bore carbs and was fitted with three large, tuned expansion chambers.
Raced by Yvon Duhamel from 1972 through 1974, the Kawasaki H2R is now part of Dave Crussell’s extensive collection of two-stroke racers.
STORY BY GRAHAM CLAYTON
60 Inside Motorcycles
1971 the AMA changed its Class C racing rules to allow participation by 750 cc two-stroke machines in their national championship road race series starting in 1972.
PHOTO BY PHIL AYNSLEY
In 1971 Kawasaki had introduced their Mach IV air-cooled, two-stroke triple sport bike. That same year Suzuki also introduced a new three-cylinder, two-stroke model; the watercooled 750 GT / LeMans sport tourer. Both Japanese firms would set to building special road racing versions of these new triples with which to win the Daytona 200, then Amer ica’s biggest road race.
At that time Kawasaki was already competing in the AMA series with a 500 cc two-stroke triple, the homologated H1R racing version of its Mach III street bike. Kawasaki’s new 750 cc racer, dubbed the H2R, was to a significant degree a larger ver
In
Notably, the 750’s special cast engine cases had mounting points that initially allowed it to be mounted into the H1R’s frame. As it turned out, the frame’s wheelbase proved to be too short to handle the 750’s 100 horsepower output. During its first season of racing Kawasaki would try four different frames, including two prototypes produced by KHI (Kawasaki Heavy Industries), one developed by Colin Seeley and a fourth developed by Randy Hall whose title and critical role with
KAWASAKI’S EARLY SEVENTIES 750 CC H2R ‘GREEN MEANIE’
Kawasaki decided not to run what was clearly a factory team, but instead contracted Bob Hansen to run Team Hansen Kawa saki in the AMA series which KHI would support. Hansen’s team riders for 1972 were Yvon Duhamel, Gary Nixon and Paul Smart. The big Suzuki and Kawasaki triples were the speed of the field, but they wouldn’t last long.
That year the AMA joined the FIM and adopted their F750 rules for AMA road racing. This change meant that Kawasaki could no longer use previously AMA-approved special cylinder heads and outside cylinders with exhaust port connections that were inward facing rather than outward facing as on stock H2s. The special outer cylinders made for a narrower engine and the use of more tucked-in expansion chambers that allowed greater lean angles in cornering. Kawasaki’s solution to this problem was to use standard right-side outer cylinders on the H2R’s left side, and vice versa for the-left side outer cylinder. In order for this to work it was necessary to cut off the left- and right-side
New-style fuel tanks were supplied by KHI for the 750s that had deep leg-recesses at the rear of the tank, A special one-way fuel cap fitting developed by Randy Hall was used on each side of these tanks to allow rapid refilling of the fuel tank from either side during a race. The big two-stroke 750s were very fast, but heavy gas guzzlers and required mid-race refueling pit stops in long races like the Daytona 200 miler.
the racing team kept changing during his lengthy tenure with Kawasaki. Different steering geometries and swingarm length were tried to improve the racer’s handling.
At the AMA’s Talladega national Duhamel won lapping the whole field except for teammate Nixon who finished 2nd. Following this came the season finale Champion Spark Plug 250 held at Ontario Raceway in California. The national was split into two 125-mile races. Smart finished fourth in race 1, while Duhamel crashed and Nixon retired due to transmission prob lems. In race 2 Smart was victorious while Duhamel suffered a flat tire and Kawasaki racer Cliff Carr suffered a crankshaft failure. It had been a tough first season for the H2Rs.
PHOTO BY PHIL AYNSLEY
As the 1972 AMA season progressed the Hansen Kawasaki Team got some decent results, but were dogged by ignition problems, tire problems, transmission failures, piston seizures and other problems including crankshaft failures. At Loudon Kawasaki’s Duhamel, Nixon and occasional KHI teammate Masahiro Wada all failed to finish the race, though Smart did takeAtfourth.thefollowing Indianapolis race, Nixon and Wada both re
tired again, that time due to transmission trouble, but Duhamel finished second and Smart eighth. At the next race at Laguna Seca a piston seizure caused race leader Duhamel to crash tak ing out fellow Kawasaki racer Cliff Carr and BSA’s Dick Mann. Smart finished the race in fourth while Nixon finished well downfield with engine problems.
Unlike the H1R 500 that used a 10-inch 4L4S double drum front brake, its 750 big brother was fitted with double disc front brakes that used the same 11-inch (280 mm) steel rotors as the single front rotor on the H2 street bike. These were heavy and didn’t help the bike’s handling. Team mechanic Steve White lock came up with a solution for the unsprung weight front disc problem by drilling holes in the rotors. This reduced the unsprung weight, yielded the same stopping power as the undrilled rotors, and improved brake cooling. The performance of the front brakes was later further improved by replacing the standard rubber brake lines with handmade braided steel brake lines which was something new for bikes.
For 1973 the management at KHI decided to bring their racing team in-house and get more directly involved. Bob Hansen would be the team’s on-site race manager and Randy Hall became Road Racing Team Manager. A new race HQ operation and R&D center with machining and fabrication facilities was established on Main Street in Santa Ana, California. Multiple race affiliates such as Morris Mag Wheels, C&J Frames Co., and others were situated in adjoining facilities.
InsideMotorcycles.com 61
One thing that the 1972 Daytona 200 was to prove was that the treaded motorcycle racing tires of the period could not handle the power out of the 100-plus horsepower 750 cc racing two-strokes. The 750 Suzukis were slightly faster than the H2Rs, but both machines were capable of top speeds well in excess of 274 km/h (170 mph).
In the Daytona 200 Kawasaki’s Paul Smart suffered ignition failure on the second lap. Initial race leader Art Baumann (Su zuki) went out on lap 9 with magneto failure, followed by new race leader Duhamel on lap 15, also with ignition failure. Gary Nixon’s H2R also retired with ignition problems. Suzuki 750 teammates Jody Nicholas and Ron Grant also failed to finish the race. The race was finally won by Don Emde, followed home by Ray Hempstead and Dave Smith, all of whom rode Yamaha 350 cc ‘Giant Killers’ as they came to be known.
The full coverage fairings on the H2Rs had backward-sloping side profiles, but dropped the short, rounded solo seats used earlier on H1Rs in favour of a longer, boxier seat design.
At the heart of the H2R, the 750 cc air-cooled inline three-cylinder engine utilized three Mikuni carburetors and produced in excess of 100 horsepower.
argyll Motorrad - Edmonton, AB Tel: (780) 435-6811
A new frame for 1973 moved the en gine forward slightly and the swingarm pivot backward creating a space in the frame through which the centre expan sion chamber could be routed to exit under the rider’s seat. This further added to usable lean angles in corners. Air tunnel testing yielded a new more aero dynamic fairing and elongated seat with an upturned spoiler tip. The new fairing had less drag, more frontal downforce and produced more cooling airflow to the engine. Additionally, collaboration with Morris resulted in the optional use of lighter magnesium spoked wheels fitted with Goodyear’s new tubeless slick tires.
a DNF with a piston seizure while Carr and Wilvert both suffered tire failures. The eventual race winners were Yamaha 350-mounted Jarno Saarinen, Kel Carruth ers and Jim Evans.
Moto Vanier - Québec, QC Tel: (418) 527-6907
Kelowna Motorrad - Kelowna, BC Tel: (250) 860-1111
Gabriel BMW Moto - Montréal, QC Tel: (514) 712-7777
Carrier BMW - Drummondville, QC Tel: (819) 395-2464
Chris Manley (No. 11) raced an H2R for Kawasaki Canada between 1972 and 1974, occasionally as Yvon Duhamel’s teammate.
cylinder side cooling fins. It also required the raising of the cylinders by 3 mm and the shaving of 3 mm off the top of the cylinders. Finally, new pistons with rings located near the top of the piston had to be used to ensure that the rings did not interfere with the fuel-air mix entering at the top of the intake ports. These modi fications preserved decent lean angles in corners, but adversely affected peak horsepower and reliability.
avalon Motorrad - St John’s, NL Tel: (709) 726-6500
BMW Motorrad Barrie - Barrie, ON Tel: (705) 881-1420
Blackfoot Motorrad - Calgary, AB Tel: (403) 243-2636
european Motorrad - Saskatoon, SK Tel: (306) 934-3717
BMW toronto - Toronto, ON Tel: (416) 623-4269
estrie BMW - Sherbrooke, QC Tel: (819) 821-3595
The arrival of Yamaha’s TZ750 in 1974, plus further improvements to Suzuki’s triple marked the beginning of the end for the H2R. KHI slashed their racing budget, ran a two-man team with Duhamel and Baumann, plus reduced support for Wilvert. Duhamel and Bau mann both failed to finish at Daytona, but remarkably Hurley Wilvert finished third, Kawasaki’s only podium at the Daytona 200 with an H2R.
rallye Motoplex - Dieppe, NB Tel: (506) 383-1022
Wolf BMW - London, ON Tel: (519) 951-9482
High road langley - Langley, BC Tel: (778) 366-1999
The 1974 H2R had benefitted from stronger connecting rods that used new pistons with 1 mm larger gudgeon pins, plus a new gearbox with much strong er gear teeth, and finally a new CDI ignition system all of which was meant to improve its race reliability. There were also improvements to the bike’s chassis, but what was really needed was a new bike that could challenge the competition. Kawasaki used 1974 to do just that. It developed the water-cooled KR750 triple that it would field in 1975.
Maranello Motorrad - Woodbridge, ON Tel: (416) 238-7898
islanddireCretailerCanadiantoryBMW - Victoria, BC Tel: (250) 474-2088
For 1973 Kawasaki set up two teams, the A team with riders Duhamel, Bau mann and Wada, and the B team with Gary Nixon, Cliff Carr and Hurley Wilvert. At the season opening Daytona 200 Baumann and Wada qualified second and third fastest for a front row start. In the race Duhamel and Baumann were able to pull out an early lead, but then on lap 9 they both slid on wet gasoline on the track surface and crashed out. Nixon then took over the lead until a piston seizure ended his race. Next Wada had
Despite their dismal Daytona results the team went on to have its best year in racing. In the nine AMA nationals in 1973 Nixon won at Loudon, Laguna Seca and Pocono, while Duhamel won at Charlotte and Ontario where teammates Nixon and Baumann came second and third behind Duhamel in both 125-milers. Duhamel also did well on his H2R at that year’s An glo-American Match Races where he tied with Peter Williams for top points scorer.
PHOTO BY BILL PETRO
ottawa Motorrad - Ottawa, ON Tel: (613) 731-9071
High road Vancouver - Vancouver, BC Tel: (604) 731-5505
nadon BMW - St-Eustache, QC Tel: (450) 473-2381
Budds’ Motorrad - Oakville, ON Tel: (905) 845-3577
62 Inside Motorcycles
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Headingley Sport Shop - Headingley, MB Tel: (204) 889-5377
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To write the next chapter, you need the right instrument. Born from an icon of yesterday and evolved for the riders of today, Nightster™ is the ultimate canvas for those who seek to push through barriers and create their own riding experience.
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