Inside Motorcycles - Volume 25, Issue 04

ADVENTURE TOURING

touring

ZOOM

THIS WAY UP

Competitors in the 2022 Red Bull Outliers arrived in Steveville in the heart of the Alberta Badlands to find one of the most challenging circuits on the FIM Hard Enduro World Championship. With only five of the top professional enduro racers on the planet successfully completing the circuit, the Outliers event has earned its spot on the world stage. Turn to page 52 to read more about the Red Bull Outliers.

PHOTO BY MARK DZIKOWSKI.

BY PATRICK LAMBIE

Every adventure has a beginning

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OFF-ROAD EDITOR

Webster’s

dictionary defines adventure as “an exciting or remarkable experience.” While it is easy to equate under takings of epic “Charley and Ewan” proportions with the word “adventure,” regardless of what you ride, where you ride, how long or how often you ride, each of us has already experienced the adventure of being a motorcyclist.

All of these stories are unique as to destination, the journey and the beginning. Writing this column while enjoying a spectacular fall day in Prince George, BC provided the perfect opportunity to reflect on where my own motorcycle adventure began over 40 years ago.

Having just visited Penticton for the second time in as many weeks – the first time for the dual-sport adventure ride that is fea tured in this issue starting on page 34, followed up by a return trip to close out the 2022 track day season at Area27 Motorsports Park – I came up with a meandering return route back to Calgary that will definitely make IM’s resident travel writer Bruce Thomas proud.

Yes, it added an extra 800 or 900 kilometres to an already sub stantial drive home, but the side trip to northern BC provided me the chance to introduce my wife Heidi to the area where I spent my teenage years.

It didn’t hurt that there was a KTM 790 Adventure R for sale in Prince George that had the potential of facilitating further adven tures, either.

A tour around the city included my old high school, college and other haunts, before we stopped by the house where my family had lived. Explaining to Heidi that the thousands of acres of heavily treed forest on the other side of the highway had provided countless hours of entertainment on dirt bikes in the summer and snow mobiles in the winter, the realization arrived that this had been my introduction to the world of adventure.

Would motorcycles have ended up playing such an important part in my life had we not lived in this house? Hard to say for sure, but either way I am glad that we did. Taking the time for this trip down memory lane left me with a smile on my face and I encourage you to try the same. You will be glad you did.

One of the most important traits for a successful adventure, whether it is an afternoon ride or a lifetime of experiences, is the ability to be flexible and roll with the changes, including in the world of publishing…

Last issue, IM introduced a new look on the cover that included an updated logo. Well, our readers have spoken and the overwhelming message is that just like New Coke, sometimes it is better to stick with the original. Thanks for letting us know. Your feedback and support are as important as ever as Inside Motorcycles continues its own journey.

Until next time, ride safe and enjoy your adventure. IM

Jason Thorpe jason@insidemotorcycles.com

Andrew Trevitt andrew.trevitt@gmail.com

Frank Wood motor_mouth43@hotmail.com

Mark Dzikowski mark.dzik.moto@gmail.com

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Dream Wilder

The DesertX is a bike with impressive off-road capabilities that effectively enlarges the boundaries of what can be done with a Ducati. Desert dunes, narrow off-road trails, gravel roads and mountainous twisties: with the DesertX, riders’ dream routes have no limits

2023 BMW S 1000 RR

Originally introduced in 2009, the latest iteration of BMW Motorrad’s flagship superbike will receive mul tiple upgrades for the 2023 model year targeted at taking the S 1000 RR to a new level of performance.

At the heart of the 2023 model, an updated inline four-cylinder engine, producing a claimed 205 horsepower and 83 ft-lb of torque, will rely on a shorter secondary gear ratio to provide additional traction at the rear wheel.

In addition to revised chassis geom etry and enhanced aerodynamics to further improve riding precision, the 2023 BMW S 1000 RR expands its electronic rider aids with the ABS Pro Slick setting as well as Brake Slide Assist and Slide Control all targeted at maximizing performance when operating in full race trim.

The 2023 BMW S 1000 RR with a starting MSRP of $20,395 is scheduled to arrive in Canada in January 2023. Further details can be found at www.bmw-motorrad.ca. IM

2023 Motorcycle Shows Announced

The Motorcycle Shows are back with the announcement from MMIC sub sidiary Power Sport Services (PSS) of a three-city tour for 2023, with stops in Calgary, Toronto and Montreal. Bianca Kennedy, President of PSS stated “After a two-year hiatus from live events, the team at Power Sports Services is absolutely thrilled to be getting back to the excitement, buzz and energy of The Motorcycle Shows. Despite continued interruptions to the global supply chain, that are still be ing felt across the powersport industry, enthusiasm is strong and the timing is right to rally the industry around a memorable and dynamic relaunch of our events, beginning with a three-city tour in 2023. We look forward to building on this momentum in 2024 and beyond.”

The 2023 Motorcycle Shows schedule:

• Calgary: February 3 – 5, 2023 at BMO Centre, Stampede Park

• Toronto: February 17 – 19, 2023 at Enercare Centre, Exhibition Place

• Montreal: February 24 – 26, 2023 at Palais des congres de Montreal

Additional details can be found at www.motorcycleshows.ca. IM

OFTR Announces Electric Off-Road Policy

The OFTR recently announced its policy for off-road motorcycles. The OFTR and the off-road community have witnessed an increase in sales and interest in electric offroad motorcycles, and with Surron and others starting to increase manufacturing of these bikes, the OFTR wanted to ensure all types of off-road motorcycles are welcome on OFTR trails.

Kellee Irwin, President of the OFTR Board of Directors, was quoted as saying, “we want to be a thought leader in our sport and support our members, which is why it was important to do this.”

The policy specifies that all types of off-road motorcycles are permitted on the trails as long as they meet the requirements set out by the OFTR and the Off-Road Vehicle Act (insurance, plates, 17-digit VIN number and OFTR membership).

Electric off-road motorcycles are not e-bicycles or pedal-assist models as they have no pedals. Unlike a conventional gas-powered off-road motorcycle, it has zero emissions and no sound.

The OFTR is celebrating 30 years as the voice of off-road riders. The OFTR provides resources and advocacy for Ontarians who love trail riding and exploring the great outdoors. In partnership with its affiliated clubs, it sources, creates and maintains a trail network for responsible off-road motorcyclists.

IM

The 2023 BMW S 1000 RR is scheduled to arrive at Canadian dealers in January.

PHOTO COURTESY OF BMW PRESSCLUB CANADA

Ducati Introduces Multistrada V4 Rally for 2023 Lineup

Conceived with the needs of long-distance adventure touring in mind, Ducati has introduced the Multistrada V4 Rally. This latest addition to the Multistrada V4 stable combines improved off-road capabilities with additional amen ities designed to provide addition al comfort and versatility.

In addition to increased suspen sion travel and wire-spoke wheels shod with Pirelli Scorpion Trail II tires, the Rally model will also ship standard with reinforced engine guards and a large 30 L gas tank. In addition, the 2023 Multistrada V4 Rally features an auto-levelling function, which automatically adjusts to changes in passenger and luggage.

A larger windshield provides additional protection from wind buffeting, while the tail section has been lengthened to accommodate the repositioning of the top case in order to provide additional leg room for passengers.

Thanks to the Minimum Preload function, riders can lower the height of the bike when stopping or riding at low speeds and an all-new Easy Lift function being introduced with the Rally model utilizes suspension hydraulics to reduce the effort required to lift the motorcycle off the side stand.

In addition to cornering ABS and traction control, the Multistrada V4 Rally incorporates cornering lights to improve nighttime vision as well as adaptive cruise control and blind spot detection.

The Multistrada V4 Rally will be available in Canada in May 2023 with an MSRP starting at $34,395. Visit www.ducati.com/ca for more details.

Husqvarna Adds Retro Flair to 2023 Lineup

The FIRST.. The BEST.. The LEADER..

Offering a nod to the company’s off-road racing heritage, Husqvarna Motorcycles is offering special Heritage models within their 2023 motocross, cross-country and enduro lineups.

In addition to the vintage-inspired graphics, these limited-edition motorcycles will build on the understated appearance with black anodized Excel rims.

From the motocross lineup, the FC 350, TC 125 and TC 250 will each be avail able in the Heritage trim, while the FX 350 and TX 300 from the cross-country stable will also be available with the exclusive treatment. Enduro riders will also be able to partake with special edition FE 450 and TE 300 Heritage models.

The Heritage models will be available in limited numbers at Husqvarna dealerships starting in October.

Visit www.husqvarna-motorcycles.com/en-ca for more details.

Ben Young 2022 CSBK Pro Superbike Champion

KTM Continues Electric Focus

Recent announcements from KTM as well as subsidiaries Husqvarna Motorcycles and GasGas, have confirmed the company’s commitment to the development of elec tric powered motorcycles, with a specific focus on minicycles.

With the expansion of its E-Mini range, KTM is bringing the all-new beginner-friend ly SX-E 3 to Canadian dealerships starting in October. Sharing the same permanent magnet electric motor with the SX-E 5, the smaller SX-E 3 features a lower output as well as smaller 10-inch wheels and a manageable 600 mm (23.6 in) seat height.

The announcement from KTM was quickly followed by the unveiling of Husqvar na’s EE 3 and EE 5 minicycles as well as the all new GasGas MC-E 3.

For more details you can visit KTM online at www.ktm.com/en-ca, Husqvarna Motorcycles at www.husqvarna-motorcycles.com/en-ca and GasGas at www.gasgas. com/en-ca. IM

InsideMotorcycles Out and About

Inside Motorcycles caught up with our recently profiled road racing star, Bronti Verbeek at the Rocky Mountain Motorsports racetrack north of Calgary, AB.

We can’t wait to see what 2023 holds in store for this talented individual. IM

New Helmet Advice

Just wanted to compliment Sophia’s article on the Zox Zenith helmet.

I have been pondering a new helmet for some time and when I read her review of it and it being made by a Canadian manufacturer, I ordered one.

Got it two days ago and very pleased.

Please pass this on. Thanks – John Kwast

Hello John, hope you are enjoying the your new Zox Helmet. Thanks for reaching out and ride safe. – Ed.

Keeping it Real

I would like to welcome Paul Penzo to your editorial staff. As a racer at heart I would ask him to think of the rest of us who like to plonk along at an easy pace while riding. Too often I read about a bike that drags its pegs in every turn and suspension that wallows at a ten-tenths pace. Look forward to your tests but please test at both ends of the scale so all can relate and enjoy.

Love the new look and stay analog – Ken Ford Hello Ken, thanks for your letter. Your concern is one that we take into account with every review that we include in Inside Motorcycles in order to make sure that the stories we print are engaging for all of our readers, but reminders from readers such as yourself are always important and very much appreciated. – Ed IM

With BMW’s recent announcement of the latest updates to the S 1000 RR scheduled to arrive in 2023, it is only fitting that the cover of the Novem ber 2012 issue featured the 2013 S 1000 RR HP4 at the press launch at the famed Circuito Jerez in Spain.

Comparing these two models a full decade apart, it is interesting to see the amazing advancements, especially in the electronics and aerodynamics that have resulted from ten years of development.

While electronics have moved with dramatic pace over the last ten years, Andrew Trevitt’s article explaining active and semi-active suspension confirms that some items move slower than others. While this technology has advanced, unlike items like ABS which is now found in even the most basic entry level machines, active suspension remains limited to a select group of premium motorcycles.

Another timely reference delivered when looking back to 2012 is John Sharrard’s review of the Battlax R10 tires (which, by the way he tested on a BMW S 1000 RR). Ten years later Bridgestone is making big news in the Canadian road racing world with the announcement that they will become the title sponsor and spec tire for the CSBK series.

Finally, an off-road tour of Wash ington States’s Olympic National Park reminds us of the magic that awaits us when the pavement ends but the road continues on. This sense of adventure continues today with this special adventure focused issue. IM

KTM expands their electric lineup with the SX-E

PHOTO COURTESY

CANADA

Five Milano WP Gloves

By Sophia Vassiliadis

Getting something inadvertently right is highly satisfying. It’s how I came to own my original pair of full-leather Five motorcycle gloves. They were for sale in the shop when I picked up my first bike from her safety inspection. I needed gloves, they fit, and as a bonus, I liked the way they looked. I didn’t know I was buying gloves from a company that has devoted 15 years to protecting our digits with attention to fit and design. Not a surprise considering how well that pair held up.

Five’s new waterproof Milano WP “urban” gloves have all the practical features that make them an excellent choice for longer rides in cooler temperatures. The nylon topside is balanced by a grippy leather-reinforced underside, all of it wrapped in their proprietary 5_Drytech breathable membrane. The index fingers on both hands allow for touch-screen acti vation and the gently feminine styling pulls it all together with flair at a comfortable suggested MSRP of $94.99.

This was my first time choosing a glove size virtually. According to the size chart, my hand circum ference across the knuckles is a small, but my finger length is apparently XL, so I settled on medium. I’ve never thought of my hands as particularly big, but I think a large would have the same snug fit with more space for my fingertips.

How do they feel? On a wildly humid 35-degree Celsius day in Toronto, they were a sweat fest, but when I tried them on in more appropriate weather, I fully enjoyed the soft liner and look forward to the promise of cozy warmth provided by the insulating memory foam. The gloves go on and come off smoothly and the Velcro wrist closures are easy to adjust. I am also a fan of the added length at the wrist which guards against chilly winds that sneak past jacket cuffs at higher speeds.

Pros

S to

Oxford Products Montreal 4.0 Jacket and Pants

By Patrick Lambie

Heading off the beaten path on an adventure ride, whether it is for two hours or two weeks, is always a lot easier when you have the right gear. The ability to stay dry and warm, or cool based on the weather, while also having enough pockets to keep all your possessions secure can make all the difference to your ability to enjoy a ride.

The Montreal 4.0 jacket and pants from Oxford Products offer storage aplenty with the jacket’s five external pockets – including the large “bum pocket” on the lower back – and two interior pockets combining with three additional pockets on the pants to ensure that you can bring along pretty much everything you can think of.

Cons

Sizing can be a challenge

Special mention goes to the psychological comfort that comes from wearing hand armour. Though officially labelled as gloves for “urban scooter,” the “metacarpophalangeal protective shells” (a.k.a.: knuckle protection) add a 2KP rating to the CE compliance. Plus, they could almost pass as regular gloves. Style and safety at their best. Visit www.motovan.com for more details.

ordering

Adjustments on the arms, wrists, waist and neck make it possible to tailor fit the jacket to an individual rider’s size and preference. The pants include adjustment at the waist and also ship standard with suspenders. Fit was accurate and comparable to other brands. I typically wear size medium in jacket and pants and that size in the Montreal 4.0 fit me perfectly. The pants were a little long, but the cuff adjustment kept the pant legs secure and off the ground.

CE Level 1 armour is found in the elbows, shoulders and knees, along with a pocket for an optional back protector. Given a choice I would prefer to see higher-impact Level 2 armour as well as the back protector included as standard.

Both the jacket and pants come complete with a removeable thermal liner but riding in early-morning single digit temperatures without the liners I was still comfortable and warm. When the weather heats up, there are six zippered vents on the jacket as well as two on the pants to keep you cool. I have not had opportunity to ride in the rain, but the high-density polyester shells include the proven Dry2Dry waterproof technology along with waterproof zippers and storm plackets throughout.

At just $349.99 for the jacket and $259.99 for the pants, this is a must-have adventure suit capable of holding its own against products that cost twice as much. Visit kimpex.com for more details.

Cons

Level 1 CE armour

Back protector not included

Is there a perfect adventure bike?

Withthis being the adventure issue, I have to come clean on my per sonal change to my garage fleet that might disqualify me from writing any commentary on adventure bikes for the foreseeable future. In July of this year, after five years of ownership, I said goodbye to my trusty 2017 KTM 1090 Adventure R. With young children at home and family requir ing my attention, plus additional “hobbies” occupying my already limited time on weekends, the bike just wasn’t being used enough. I used it for commuting and run ning an errand or two around town rather than doing multiday trips in the wilderness. The bike was just underutilized, and I felt bad about it.

If you ever read ADV forums on the internet, you will find a recurring theme about what would be the perfect adventure bike. “Current offerings are too small! We need a big twin!” “No, you can’t take the big 500-pound bikes on single-track. We need a middleweight twin!” But over the span of about 10 years, with the adventure market growing exponentially, I think we are getting closer to that perfect mix of offroad capability paired with rider comfort and enough horsepower at the rear wheel to make highway riding more enjoyable. In to

day’s market, we have an amazing choice of capable machines from almost every manu facturer. Of course, BMW has the R 1250 GS (the OG bloodline of modern adventure bikes), F 750 GS and F 850 GS. Ducati has the Multistrada and the DesertX, while KTM has a lineup from 1290 to 790, 890 and even 390 cc options. This is on top of the new KLR650 and a plethora of dirt bikes with a licence plate. We have never in history had that many bikes to choose from in the adventure segment. You can now buy and plate a KTM 500E XC for those sporty dual sport rides and right next to it in your garage, park a BMW F 850 GS as an example for the more relaxed gravel roads and long-distance touring. The only thing stopping you is the almighty dollar.

To be honest, if you asked me 10 or 15 years ago if I would own a big twin adven ture bike, I would tell you that you’re out of your mind. But age tends to put a different perspective on things, and after test riding a KTM 1290 Adventure R in Peru in 2016, I could not get the desire for a big – but off-road capable – adventure bike out of my head. So, when the 1090 Adventure R came out a year later, I put a deposit on one right away. While the 1290 was an amazing beast with 160 horsepower at the crank, I

just found it too big, heavy and powerful with too much electronics. What I wanted was a stripped down and tamed down version, that had less chance of leaving me stranded in the bush where I intended to spend most of my time riding (like the 1190 that the 1290 replaced). At the time, the choice was limited on truly off-road capable adventure bikes. Of course, you had the BMW and Ducati offerings on one end which were more suited for less technical terrain and mostly for cross country pavement and gravel roads travel. On the other side of the spectrum, you had the minimalist Suzuki DR-Z400, DR600, older Honda XR650R and of course the mighty Kawasaki KLR650 or the KTM 690/Husqvarna 701 to name a few. Those were mostly just overweight and under-suspended dirt bikes that I wouldn’t call much fun on the highways. So, to me, the 1090R was the perfect bike, similar to the Triumph Tiger but with better suspen sion. Over 110 horsepower and a smooth motor for those highway stretches, and well tuned WP fork and shock when trails got rough. Honda’s Africa Twin was another candidate but the less capable suspension and electronics turned me a bit off. For me, the off-road capability trumps road comfort any day, but the older I get, the more I ap preciate the latter.

So, is there a perfect adventure bike out there? I think the beauty is in the eye of the beholder and everyone will have a different need and opinion. Will I get another adven ture bike? Absolutely. When time allows, I will most likely pick up a smaller displace ment twin like a Yamaha Ténéré 700 or a KTM 890 Adventure R as those bikes now are what I consider the “perfect adventure bike.” I miss my 1090 already, but I’m glad it went to a good home where it will spend much more time where it belongs: On the gravel roads, double track and singletrack trails of Vancouver Island and not sleeping in my garage being used as a coat hanger for kids’ hockey gear. Take good care of her, Tom. IM

Tight or loose?

Vacations

and trips fit within two cat egories in my eyes: a tight program, and a loose program. I’ve taken my share of trips that fall into one of these cat egories, and maybe a few trips somewhere in the middle.

The tight program consists of planning every detail – who, what, where, when, why – down to the hour. Deciding what every day looks like before it comes, leaving no room for surprises. This can be necessary at times and have advantages, but one could argue there are some big drawbacks. The loose program is a lot different – complete lack of detail other than the main pieces, and a broad view of who, what, where, when, and why. Basically, set your waypoints and leave the rest of the trip open.

I tend to be drawn into the unknown involved in a loose program. Obviously, there’s a time and place where you have to tighten things up, but if I’m just going on an adventure, especially a solo one, it’ll be loose. Has it bitten me and turned into a nightmare? Many times. Why do I keep get ting drawn back into it? For the stories. No memorable story starts with explaining how easy things went because you pre-booked every detail of the trip. Planning everything removes the elements of randomness and surprise – which are the best pieces of life.

Hopefully I’ve painted a clear picture be fore sharing my experience on running one of the loosest programs ever, and turning it into the best adventure I’ve been on. This quick summary leaves a lot of detail out but gives you a good idea of a wild trip.

In the winter of 2019, I drove down to California for a two-week holiday of riding motocross for the first week and then visit ing family for the rest of the trip at Christ mas. Planning the trip was easy. I knew the day I was leaving Saskatoon, the day I had to make it to family, and the day I had to be home for work. Everything between was unknown other than a wish list of motocross tracks I wanted to ride, and sleeping in my van every night along the way. I still have a

lot of connections in Cali, so I was hoping to find the odd couch to crash on for a recharge but wasn’t counting on it.

Trip starts at 4:00 a.m. in the middle of December leaving Saskatoon, headed south and hopping onto the I-15 once I crossed into the US. About two hours into my trip, I hear what sounded like a bird collecting into the fan of the 6.0L Powerstroke – not good. I pull over to evaluate, find out one of the belts was shredded. A 24-hour delay starts now, which I won’t go into detail on but, long story short, my uncle’s farm was only 30 minutes away and Swift Current is close, so I got all the parts to rebuild the whole pulley system that day. Trip delayed a day, on the road again the next morning at 5:00 a.m. Most people would have turned around and gone home, take this as a warning the trip is cursed – but what’s the fun in that? I pushed on.

The rest of the drive down was smooth. I crashed in a Walmart parking lot on the south end of Salt Lake City and rolled into the L.A. area around 4:00 p.m. the next day. On my drive down I reached out to a couple of friends in the area, one being a crew member from the Jordan race team in 2010. Turned out he was leav ing town for the week and needed someone to watch his place and babysit his dog in the evenings – how lucky is that? I had a home base for the week of riding I was plan ning to do around L.A., and got to help out a friend.

Everything snowballed from there with the trip, each day was an adventure full of new people and new experiences. I got to ride Glen Helen, Cahuilla Creek, Pala, a secret sand track in the

hills and a private track in the Bakersfield area that to this day is the coolest track I’ve ridden. I connected with a now good friend Josh Hayes to ride Pala and met Max Lee by complete chance at Glen Helen when I saw a young guy trying to throw up a pop-up tent by himself – then met Troy Lee at the end of the day. So cool. Max gave me the heads up on the secret sand track to ride because the next day was raining like crazy. There were 10 factory riders there the day I went, and ended up pitted beside Malcolm Stewart. Picture these types of run-ins and opportun ities for a week straight.

Unreal experience. None of the mem orable stories from this trip would have happened if I had everything planned in advance, it was just a bunch of pieces that fell together by having complete flexibility. Full details of the trip to come in a future article. IM

Adventure

Iwas

asked to write this issue’s column working with the theme of adventure or adventure riding. The request from my editor plucked me from my current world of road racing saturation to remembering all the many adventures Jamie and I have enjoyed together on motorcycles.

Since meeting at the 6 Days of Michigan off-road event in 1994 Jamie and I have ridden these adventures on many different bikes including Yamaha WR250/450, KTM 400 EXC, Yamaha Super Ténéré 1200, Ducati Multistrada 1200, BMW F 800, Kawasaki KLX300, Suzuki RM125/RMX250, Husqvarna TE125/300 and even some Harleys thrown into the mix.

We have ridden from the rock and forest ed roads and trails of Ontario to the salty air and twisty roads of Nova Scotia, to the magnificent Rockies in British Columbia, to the gun-slinging deserts and mountains of Arizona, to Andorra in the Pyrenees Mountains through central Spain and its impressive forgotten castles, to the ancient Los Guachimontones (round pyramids) of central Mexico, to the classic Bogart town of Casablanca, Morocco and bustle of Marrakech, to the sands and vastness of the Sahara Desert and the contrasting Atlas Mountains of Africa.

Then I remembered how many bodies of water we crossed by riding our bikes onto

ferries: Kootenay Bay in British Columbia; the Atlantic Ocean on the CAT from Bar Har bor, Maine to Yarmouth, NS; Lake Chapala, Mexico to Isla de Mezcala; and across three of the 11 Finger Lakes of New York state.

When we were in a rush to get some where, we took some pin-straight flat roads like Hwy 401 from London to Windsor in Onatario, Hwy 49 north from Bobcaygeon, ON and Hwy 2 between Calgary and Edmon ton, not to mention the numerous ones in the prairies of Canada!

Some of the food and drink we experi enced along the way are etched in my taste bud memory, such as our parking lot lobster dinner bought at a grocery store in Maine and enjoyed while sitting on a parking curb; the smoked white fish wrapped in news paper from a roadside stand in the Upper Peninsula (UP) Michigan; the dangerous bootleg muerte negra (black death) rum we found stored in the parking garage in An dorra la Villa, where five-time winner of the Dakar Rally, Cyril Despres had his winning Yamaha bike on display; the delicious street tacos in downtown Ajijic, Mexico; and the disgusting tobacco enhanced ‘tea’ (because they ran out of mint leaves) shared by the construction workers somewhere roadside in Morocco.

For crashes, I can only remember one that left a mark (me in Morocco) but bike and

rider were able to carry on, although I had a giant bump and bruise on my leg where I was run over by another unknown member of our ride group. The mishap ensued from a chain reaction of bikes hitting one another due to differing interpretations of decipher ing the GPS directions in a rocky shadowy crevasse. The real culprit if I’m honest was the tight riding formation clouded by a red mist of competitiveness early in the tour be fore we sorted ourselves out. Perhaps some retribution, the perpetrator of the mark on my leg ended up with a broken clavicle in the mishap forcing him to sit in the support truck for 10 days enduring a very bumpy ride.

Running out of fuel – only once incredibly – and it was Jamie’s bike. After losing the argument over who was going to drive the rescue bike (mine), Jamie got on the back to carry the fuel. The only other mishap that stands out is when Jamie decided to walk up close to a wild baby camel. Similar to trying this at home with a baby bear in the woods the consequences are the same in the Sahara when its mother notices. Surpris ing how fast Jamie was able to run wearing MX boots in sand!

Among other most memorable moments of our adventures was sleeping in my riding gear under a huge black sky filled with a gazillion stars around a camp fire in the Sahara and feeling both filled up with life and very small at the same time; parking our dirt bikes outside a Native-run roadside casino in UP Michigan wearing full off-road riding gear covered in organics of the area to be welcomed with a cold drink and a seat at the slot machines; the butt-pucker I experienced while riding on a narrow, edgy trail covered in ice and snow high up on the dark side of Bradshaw Mountains on our way to Crown King, Arizona and the feeling of accomplishment when we made our destination.

I want to thank editor Lambie for forcing me out of my current world to write this arti cle to remind me of all the great adventures Jamie and I have travelled together. IM

TWOSTROKE EVOLUTION

2023 Beta 300 RR

By Mark Dzikowski Photos by Katie Anne MacInnis

The Beta 300 RR model has been mostly a mirage to me over the last five years at all the press launches I attended. Every time anyone wanted to jump on one to evaluate, it was already taken. It was the first and last bike to be jumped on due to its popularity. Over three launches, I can say that I have ridden the 300 RR for a total of maybe 15 minutes. In 2022, this was about to change, as I was greeted with a brand new 2023 Beta 300 RR just outside of Halifax, NS where I was going to test over the next three days in a myriad of riding terrains. To say I was excited is an understatement.

As soon as the bike rolled off the trailer in front of me, I was pleasantly wel comed by the predominantly red bodywork and black rims and accents. The bike just looks sexy. Since I haven’t been riding two-stroke bikes regularly as I’ve ex clusively owned four-stroke enduro machines for over 15 years, I was excited to have one to ride for multiple days and truly get used to it as riding a two-stroke is different than four-stroke. At least it was in the past.

The Beta brand ambassador that brought the bike to meet me also took me on a quick hour or so ride through some relatively mellow local trails. This allowed me to get used to the bike and ask any questions before I took it home for more testing.

First impression, the bike weight of 103.5 kg (228 lb) felt light and flickable just like it did pushing it around the parking lot. The all-familiar Beta rear-biased peg position once again felt good to me, especially in a standing attack position. Standing is always the preferred riding technique when riding enduro, and Beta ensures that you practise the technique as much as possible by providing an absolute wooden plank of a seat. Most motocross and enduro bikes have firm seats but I think this one takes the cake. This isn’t a deal breaker for me, as at my height, my first aftermarket part is usually a tall seat which as a by-product comes with more comfortable foam. But for those that keep the stock height, investing in an aftermarket foam and cover might be a good upgrade. New for 2023 are the radiator shrouds on the bike which are meant to streamline and minimize the width at the tank. Since I didn’t have an older model to compare to, the shrouds felt fine, didn’t catch my pants when sitting down in corners with my leg out.

The diaphragm clutch allows a light and smooth lever pull via the Brembo master cylinder with the clutch engagement quite early in the lever stroke. It took me about half an hour to get adjusted to the clutch feel compared to my KTM. It felt similar to my trials bike clutch engagement which allows for less fatigue on the clutch finger and more control once you get used to it. The rear brake felt comfortable and once the brake pads bedded in, modulation was good.

While many manufacturers have gone with some variation of a fuel injection delivery system, mainly due to the increasingly

stringent Euro emission standards, Beta decided to stick to the tested and true carburetor, namely the Keihin PWK 36. I have lived with fuel injection in my four-stroke bikes since 2010, so I’ve gotten used to the excellent power delivery, but I have to say that nothing beats a well-tuned and dialed-in carburetor setup. There were no bogs, sputters or any hesitation whatso ever on the 300 RR. The bike pulled strong and smooth through out the rev range with power quite linear a la a four-stroke motor. With riding at sea level in Nova Scotia compared to my 1500 to 2000 metres above sea level riding areas back home, I couldn’t get over how much power the 300 was generating with the extra oxygen present. On top of that, the counterbalancer equipped motor appeared to have minimal vibration in the pegs and handlebars compared to the older models and also felt almost four-stroke like.

The excellent powerplant was matched very well with the six-speed transmission. The gearing was excellent from fire roads to the technical enduro terrain that the bike is truly made for. The gear-shift lever provided good feel and gear changes had positive feedback with very smooth engagement. Shifting smoothness usually increases in parallel with the numbers of hours on the bike as the transmission breaks in, but I can’t see how this can be improved here. While breaking in other bikes, false neutrals are aplenty for the first five to ten hours; however, I did not have a single false neutral over the whole three days of testing of the 300 RR.

The oil injection system works very well on the 300 RR and adjusted flawlessly to the throttle position and is partially responsible for the excellent linear power delivery. I was a little concerned that every time I started the bike, the “low oil“ warn ing light would stay on longer than all other diagnostic lights on the instrument cluster. I was second guessing myself that maybe there was something wrong with the delivery system. A quick call to Beta Canada and I was assured everything was normal and that in fact, the system performs multiple diagnos tics during start-up to ensure the oil injection system is working properly. That put me at ease and I was glad that system exists on the Beta.

The 48 mm ZF open cartridge fork with compression, rebound & spring preload adjustment is still standard on the RR model while the Race edition gets the KYB treatment that we wrote about last year when testing the 2022 430 Race Edition. The ZF fork had mixed reviews over the years and I have written before about how it could use a little bit more compression damping in order not to blow through the stroke so easily, and virtually bypassing the mid-stroke and causing the fork to pack in the bottom of the stroke. With the bike virtually being brand new, I expected the suspension to be stiff right out of the crate. Over the first hour or so, it did feel stiffer but I noticed the same char acteristic of blowing through the stroke as before, but a quick compression adjustment at the top of the right fork leg and all was right in the world. By pretty much maxing out the com pression adjuster, the fork stayed up in the stroke, didn’t deflect off roots or bigger rocks and just inspired confidence. I prefer a setup that is plush enough on the small stuff but still can take bigger hits when the speeds increase. When riding the more open roads and grass tracks, I felt comfortable pushing my pace with every hour passed behind the bar.

The aluminum body ZF shock comes with the adjustable rebound and hi/low speed compression adjusters just like other

premium shocks from other manufacturers. With my frontbiased riding style, I mainly focus on front suspension, but the shock performed well and the whole package felt balanced. I didn’t encounter any braking bumps or steep hill climbs that usually test the limits of rear suspension in compliance or trac tion, but the shock worked well in the tight stuff and more open, faster trails.

The largest two-stroke offering from Beta did not disappoint during the extended multi-day test. While nothing earth-shat tering was unveiled in the 2023 model, the fine refinements and new styling still make this a compelling tool for the enduro and extreme-enduro rider and qualifies as a worthy upgrade to its predecessors. Why fix something that isn’t broken? The motor package is excellent via a well-tuned carburetor and the suspen sion setup made strides compared to previous years’ models making it well suited for the majority of riding conditions. Bold new graphics and plastic, clutch pull and engagement, and smooth gear shifting round up the well-put-together machine with the hard seat and slightly small gas tank serving as the few minor gripes directed towards the 2023 version of the very popular two-stroke Beta model.

With the 300 RR coming in at $12,800 including freight and PDI as taken off the Beta Canada website, the Beta is right in line with other 300 cc offerings from KTM, Husqvarna and GasGas, which are just variations of the same motorcycle across the brands. The bike has premium components and rides so effort lessly across a gamut of different terrains that for the first time in over a decade, I’m thinking of switching to a two-stroke next time. Well done, Beta. IM

Beta’s 2023 300 RR (opposite page and above) delivers two-stroke performance in a package designed to get your heart racing. While the seat (below left) may ignore the need for comfort, the adjustable ZF suspension (below middle and right) provides the rider with the ability to dial it in for maximum performance.

Suspension

CROS SING

OVER

2023 Royal Enfield Scram 411

BY PATRICK LAMBIE

PHOTOS: ROYAL ENFIELD NORTH AMERICA

Royal Enfield’s focus on global growth is starting to gain traction. While the company’s most recent financial results confirm that more than 85 percent of its motor cycles sales are still generated domestically in India, expan sion into Europe and Latin America has been met with great success as sales in these markets are up more than 50 percent year-over-year in 2022. However, the pot of gold at the end of Royal Enfield’s rainbow is the North American market.

As opposed to markets where motorcycles are viewed as a practical – and often a household’s sole – method of transpor tation, Royal Enfield’s desire to expand into the US and Can adian markets involves competing for consumers’ discretionary budgets and finds the company joining other OEMs in the search of how to market to the elusive millennial.

For those who may question Royal Enfield’s ability to achieve a presence in North America, it is important to consider the company’s track record. From its initial genesis in 1949, as an importer of British motorcycles and its eventual absorption and continuation of the Royal Enfield brand, the company has grown into the leading global manufacturer of mid-displace ment motorcycles. So, it probably is not a good idea to bet against them succeeding.

The introduction of the dual sport Himalayan in 2016 repre sented another milestone in the company’s journey with this initial foray into the ADV market garnering acceptance with budget-conscious consumers and introducing thousands to the

Royal Enfield brand. Offering a practical alternative within a segment that is dominated by costly motorcycles with ever-in creasing levels of electronics and the latest advancements in technology and materials, the Himalayan continued Royal Enfield’s no-nonsense design philosophy. It also found a home in the garages of many new and aspiring adventure riders who were drawn to the bike’s low seat height, manageable weight, practical design and accessible price point, making the Himalay an an immediate success.

Recognizing that the creation of new riders is critical for fu ture growth – especially in the US and Canadian markets – Roy al Enfield is now looking to take the Himalayan success story to the largely untapped urban segment with the introduction of the scrambler-inspired Scram 411. Described by the company as an “ADV crossover,” the all-new Scram 411 is an intriguing proposition from both the practical riding experience as well as the associated branding and whether or not it will resonate with young, hip urban dwellers. Eager to learn more, I accepted an invitation to the Scram 411’s North American press launch, packed my gear and jumped on a plane.

Arriving at Royal Enfield’s North American headquarters in a trendy downtown section of Milwaukee, first impressions of the Scram 411 were that it looked right at home in the urban market it had been designed for. With two of the seven available colour schemes on display, the matte red and white finish of the White Flame design captured my attention with a retro look reminis cent of dirt bikes of the 1970s.

Fans of the Himalayan will note several differences, starting with the lack of front fairing, metal tube tank surround, adven

ture-style beak fender and centre stand as well as the Scram’s smaller front wheel (19-inch vs. the 21-inch on the Himalayan). The Scram features a one-piece seat compared to the Himalay an’s two-piece setup and the tank extensions on the Scram also help create a unique visual identity for this new model. Con firming the bike’s legacy, the side badging labels the bike as the Himalayan Scram 411.

The Scram 411’s 19-inch front wheel reconfigures the bike’s geometry with a slightly decreased rake at the front end. Ground clearance also decreases 20 mm (200 mm vs. 220 mm on the Himalayan) and the 190 mm of travel on the front 41 mm telescopic fork comes in 10 mm less than the Himalayan. Riders of smaller stature will appreciate the lower 795 mm seat (800 mm on the Himalayan) and 185 kg curb weight, which is reduced by 14 kg.

Also missing is the switchable ABS which Royal Enfield added to the Himalayan in 2020, with the Scram receiving a non-switchable dual-channel system. Due to supply issues, the company’s Tripper Navigation pod, which is included as stan dard equipment on the Himalayan, will only be included on the initial 1,000 units destined for North America.

A planned two-day ride kicked off with a series of photo stops in and around the busy downtown core of Milwaukee, providing an opportunity to assess the Scram 411’s abilities in the urban environment it was designed for. The smooth power delivery from the company’s LS410 air/oil-cooled 411 cc single-cylinder engine immediately impressed. Where the 350 cc based Royal Enfield models I had previously ridden performed best when held wide open at the top of their range, thanks to its

“long stroke” design, the Scram’s powerplant has the available torque required to cruise along at lower rpm but still respond with a surprising authority to twists of the throttle. Similarly, the bike’s five-speed transmission was a pleasant surprise, shifting smoothly and accurately.

Navigating through city traffic and around potholes on the Scram 411 is both easy and fun as this little bike is quite nim ble, responding well to inputs on the wide handlebar and the suspension easily accommodating minor surface obstacles. For the most part, the front and rear single disc brake setup worked adequately; however, during hard braking a little more stop ping power would be preferred. This first ride also revealed the comfortable ergonomics of this model, with the positioning of handlebar, footpegs and seat placing the rider in a natural, slightly forward-leaning body position.

The freeways heading out of the city gave the first opportun ity to assess the Scram 411 on the highway, where it efficiently got up to 100 km/h (60 mph), but beyond that acceleration is slow to materialize. I did manage to eventually get the bike up to almost 130 km/h (80 mph) but that required tucking flat against the tank for an extended stretch of highway. Most notable at highway speeds is the lack of vibration, reflecting the quality of the LS410’s single counterbalancer.

The route eventually led our group into Wisconsin’s Driftless Area, which, never having experienced the drifting impact of the last ice age, features steep hills and deep river valleys that otherwise seem out of place in the state’s agriculture landscape. A couple hours of spirited riding on the amazing twisty roads that follow the area’s unexpected terrain proved to be an excel lent testing ground for the Scram 411. In a straight line the bike felt stable right up to its top speed and was a willing participant when it came time to throw it into a corner, once again respond ing succinctly to rider inputs. The only negative was a notice able wobbling sensation when aggressively leaned over at high speeds. This could be a reflection of the dual sport tires from CEAT (100/90 – 19 front and 120/90 -17 rear) which have been

designed through compromise of both on- and off-road require ments, or possibly limitations of the suspension setup. Either way, with the issue only occurring at top speed and aggressive lean angles, it is unlikely to be a factor for most riders.

Taking a break from the asphalt and heading onto to a loosely gravelled road allowed the opportunity to assess the Scram 411’s off-road capabilities. While the bike’s ground clearance and suspension travel may be on the lower end of the dual sport spectrum, the Scram 411 handled itself in a very capable manner, feeling solid and well planted and allowing itself to be kept at a smooth pace in the middle of its powerband with more than ample torque available when called upon. The positioning of the footpegs and handlebar accommodate standing without any stress on the arms while the scalloped shape of the fuel tank positions the rider in a natural position to maintain maximum control over the bike in off-road situations.

After an overnight stay in rural Wisconsin, it was time to make the return trip to Milwaukee, following yet another set of incredible roads with the occasional stretch of gravel thrown in for good measure. Arriving back at Royal Enfield HQ, after two full days aboard the Scram 411 I was happy to find that my body felt none the worse for wear thanks to the well designed seat and ergonomics.

If it is true that people forge part of their identity with the products they use, clothes they wear and even the vehicles they use to get from one place to another, then a motorcycle is going to need to have character to appeal to the next generation of riders. In that regard, the Scram 411 offers both style and per sonality. Of course, Royal Enfield is not the first manufacturer to make a play for the young urban commuter and it certainly won’t be the last. Priced at $6,749, the Scram 411 is not without competitors; however, for riders who are in search of a unique retro-styled motorcycle, capable of getting around town, travel ling back roads and the occasional stretch of gravel, all without breaking the bank, this could be the motorcycle you have been waiting for. IM

The all-new Royal Enfield Scram 411 (opposite page) offers an urban take on the company’s successful Himalayan adventure bike. While only a few lucky customers will receive the Himalayan’s Tripper Navigation pod (above left), the Scram 411 retains the LS410 single-cylin der engine (above middle), while also featuring its own design elements such as the unique-looking tank extenders (above right).

Scram 411

Suspension

Suspension (rear):

Tire (front):

(rear):

Brakes (front):

It looked challenging on a map, but the Hedley Nickel Plate Road is an experience unto itself, and the views are simply outstanding.

Discovering the Undiscovered

Penticton Dual Sport Adventuring

BY PATRICK LAMBIE PHOTOS BY PATRICK LAMBIE AND THOM TISCHIK

Selfie moment with Thom (left) at the top of the Hedley Nickel Plate Road.

When the view is this good from your hotel room, you know it is going to be a good trip.

Located in the heart of the Okanagan Valley, the city of Penticton, BC is literally surrounded by mountains, val leys, rivers and lakes, and as a direct result of this varied topography, some of the best roads on the planet. Whether it was fate or something else, the arrival of motorcycle enthusiast Thom Tischik as the Executive Director of Visit Penticton, kick started (pun intended) the development of successful marketing campaigns and programs focused on introducing the rest of the world to this two-wheeled playground.

Inside Motorcycles originally met Thom in 2019 when he toured IM travel writer Bruce Thomas and me around Penticton and the surrounding roadways. While that trip remains as one of my alltime favourites, Thom let us know that we had only scratched the surface and that a whole new level of Penticton magic was waiting to be discovered in the thousands of kilometres of dirt roads and trails winding their way through the region. While it took a while, thanks to some minor obstacles like a global pandemic, this Sep tember I was able to spend the last days of summer experiencing this region from an entirely new perspective.

Preparing for this adventure required a suitable bike and the team from Kawasaki Canada was kind enough to supply a 2022 KLR650 guaranteed to handle any terrain that we could throw at it. Next up was riding gear to match our dual sport intentions and Kimpex came through with a waterproof Oxford Products Montreal 4.0 jacket and pants as well as the latest CKX Atlas helmet specifically designed for adventure riding. The final requirement was a location from which to stage two planned days of riding, which found me arriving at the Penticton Lake side Resort the day before our departure where I was greeted by dedicated motorcycle parking right outside the front door with enough space for at least two dozen bikes, providing yet another reason why Penticton should be at the top of the list for your next two-wheeled travels.

Taking the opportunity for an evening walk along the beachside boardwalk running from the Lakeside Resort to the resident Sicamous paddlewheeler, the vintage motel signs across the street turn back the clock to a time when I, like many Canadian kids of the time, spent family vacations travelling to tourist destinations in the back of the station wagon. When I mentioned this sense of nostalgia to Thom, he wasn’t at all sur prised, explaining that the lack of the commercial development that has taken over other locations in the Okanagan is a major draw for Penticton, as highlighted by the city’s “The Okanagan You Remember” marketing slogan.

The absence of chain restaurants in downtown Penticton opens the door for unique culinary experiences on seemingly every corner, with literally every possible style and nationality represented. As an added benefit, your search for a cold beer after a long day of riding can be fulfilled by one of the five craft breweries located in downtown Penticton, with three of these just two blocks from the Lakeside Resort.

While all of this confirms that Penticton is the perfect Oka nagan location to eat, drink and sleep, the purpose of this trip was to ride and Thom had pre-selected a series of routes with a goal of experiencing the area’s dual sport potential. Just like the road tours, the Visit Penticton team has put together a series of loops that can be undertaken on their own or combined to create longer rides for those who crave maximum time in the saddle. Best of all, they always bring you back to Penticton, allowing you to use it as

A first of its kind in Canada, the District Wine Village is a perfect location to pick up some treats to enjoy after a long day of riding.

a base and not have to repack your luggage every day.

Cool temperatures greeted us in the parking lot on the first morning of our ride and I briefly found myself looking for the choke before remembering that the 2022 KLR650 now features fuel injection and the need to manually set the choke has become a thing of the past. While I am a fan of nostalgia, there are some modern conveniences that make life easier.

The fact that we planned on heading out and off the beaten path meant that topping off fuel tanks before leaving was of critical importance as the lack of services on back roads can mean travelling as far as 150 km between gas stations.

Winding our way through the orchards above nearby Summer land provided a reminder of the exceptional roads we had experienced in 2019 and led us onto Princeton-Summerland Road which winds along the valley floor as it follows the route of the abandoned Kettle Valley Railway. Continuing on, as the pristine pavement gave way to a well-groomed gravel surface, we came across the Crump campground, which is a must-stop for campers and non-campers alike. Overlooking the old Kettle Valley rail line, the campground is free to stay at and offers incredible scenic vistas. There are also trails throughout the area which provide a chance to test out your off-road riding skills, which included the dramatic vertical climb I accidently took when leaving, but both Thom and I managed to complete the ascent with no issues.

Just after the campground I asked Thom to grab a couple photos of me riding along the gravel road and at his suggestion I con tinued on afterwards leaving him to pack up and catch up to me. Riding along as I was mesmerized by how the surrounding nature transitioned from a desert environment to heavily treed forest, it wasn’t until after I stopped to take a photo by a creek that I realized

While the riding alone is enough to keep me coming back, the fettuccine at Shaughnessy’s provides an additional level of incentive.

The wildlife sanctuary at Vaseux Lake offers a further look into the beauty that defines the Penticton region.

The 2022 Kawasaki KLR650 was the perfect travelling companion for our two days of dual sport touring around the Penticton area.

that Thom hadn’t materialized yet. Given that he is a much faster and more competent off-road rider I was getting ready to turn around and go looking for him when Thom arrived, explaining that the battery on his Suzuki V-Strom had died. Fortunately, he had been at the top of a hill that facilitated him bump starting the bike. Agreeing on a plan that we would stop in Princeton to sort out the battery issues, we were back underway. Back on asphalt, the Osprey lakes caught my attention as we rode by, and I stopped in search of another photo opportunity. This would prove to be a mistake as shutting off Thom’s bike meant once again having to bump start and this time there were no hills in sight. After a few failed attempts and a lot of sweating the V-Strom came to life and we were back on the road with a mutual agreement that there would be no more stopping until we arrived in Princeton.

While the V-Strom spent time at the Princeton Lordco awaiting a new battery, Thom and I grabbed lunch and he outlined his plan for the rest of the day, which would be highlighted by a ride up Hedley Nickel Plate Road. Looking at the squiggly line on the map, a sense of apprehension rose, but after all, it’s an adventure. Right?

Back on the road, Thom guided us on a delightful ride southeast on Old Hedley Road meandering along the Similkameen River parallel to Hwy 3. Arriving at the base of Hedley Nickel Plate Road, Thom pulled over to show me a bluff up high on the moun tain side explaining that this was where we were heading. Looking up and fighting the impulse to fake a heart attack, I nodded and off we went. Visit Penticton’s Let’s Ride Motorcycle Guide describes this ‘road’ as having “some steep grades with several switchbacks.” This is definitely an accurate description and as I waited for my heart rate to descend while enjoying the spectacular view from the top with a sense of pride of having completed the ride up, all I could think about was that it was totally worth it.

The ride down the other side of the mountain along sweeping gravel roads past the Apex Ski Resort was enjoyable but un eventful, until the V-Strom decided to not start again, rounding out a day of adventure on several fronts.

Our second day of riding, with Thom riding on his backup bike, started off with breakfast at Wayne & Freda just a block away from the hotel. For fans of breakfast sandwiches, all I can say is that the ones at Wayne and Freda are life-changing.

With a plan to go through the community of Okanagan Falls, we ascended the hills outside of Penticton, eventually finding our way to the Okanagan Falls Forestry Road, which featured a well groomed, compacted clay and sand surface and incor porated even more amazing viewpoints. Prior to winding our way down to Oliver for lunch, we took some time to explore the Vaseux Lake Bird Sanctuary as well as the leading-edge District Wine Village featuring 11 different wineries and craft breweries in a single location. Both warrant a stop on trips to the area.

Our final route of the day turned southeast out of Oliver along McKinney Road with a perfect mix of twisty pavement followed by a lengthy stretch of manageable gravel past the Baldy Moun tain Resort, onto Mt. Baldy Road and back down to Hwy 3, which we followed through Osoyoos and eventually back to Penticton.

Recapping our two days of riding over dinner at Shaugh nessy’s Cove restaurant in Summerland, I was left with two thoughts: one, if you are ever here the fettuccine is a true musthave dish, and two, I need to buy an adventure bike. We barely touched the available roads in the Penticton area and if they are any indication of what awaits, I will be back.

TRACK DAYS TO RACE DAYS

Lean Angle Motorsports

BY ALEX GALLACHER

Oneof the most exciting teams in Canadian grassroots motorcycle racing is the tag team of Scott Szollos and his brother Doug Newman. Hailing from Pickering, ON, the two brothers initially founded Lean Angle as a way to run track days for some of their friends and customers. Since then, it has become one of the biggest teams in the Super Series.

The two brothers have always been close with each other over the years. Doug actually owns the house directly next door to Scott, which has made it easier to expand their business into what it is today. While Scott is the more business-focused, more reserved brother, Doug is the outgoing, social media friendly brother and together they helped build the dream team.

Fielding bikes for both Scott and Doug, as well as rookie Jordan Ivory, they also sponsor and prepare the bikes for Kayla Hannaford, Drew Weber, Ryan Vanderputten and occasional Super Series competitor Bev Ackerman. Racing has always been in Scott’s blood, so it only seemed natural that his path would take him back to the racetrack.

“I worked for the Yamaha CSBK team in the early 2000s,” Szol los said. “In 2005 the rider I worked with broke both his wrists and quit, I quit too and stopped going to the track altogether. In 2018, I was sitting around with some pals at work and I decided to rent Shannonville for a track day. I didn’t make any money, but it all snowballed from there and we did more and more track days and Doug joined the team and here we are.”

Spiralling from the track days, Scott always found himself as one of the fastest guys out on track. Wanting another unique on-track challenge, Scott and Doug made the decision during the COVID-19 lockdowns in 2020 to go racing in 2021. Taking the Super Series racing school that same season, the brothers joined the Novice class and from then on have started their climb to the top.

“During the lockdown we were hanging out and watching hockey and during those track days Scott was way faster than me.” Newman added. “He said to me that he thought he had mastered the track days and he wanted to try racing. I originally just wanted to help pit for him, but after he bought some slicks

and signed up for the racing school, I kind of just said ‘screw it, I wanna race too.’”

The team now currently works with their riders to essential ly launch their brands and teams. Working with a handful of veterans and up-and-comers, the Lean Angle stickers that can be found on many a bike are now the most iconic thing associ ated with the team. Each rider gets their own uniquely coloured sticker, and so far the success of the team has been exponential.

The team’s first sponsored rider was William Kowalczyk, a Super Series official who also competes in the VRRA and CSBK CTMP rounds. Since that first rider displayed the sticker on his bike, the team has grown tenfold. When the team took in

Hannaford at the end of the 2021 season, they offered her a complete rebuild on her bike. Taking Szollos up on the offer, when the bike hit the track for testing it opened up a floodgate of people who now wanted the same deal.

“When we took in Kayla at the end of last season, I saw she was really fast but when I took in her bike, I was shocked because it was very rough-looking under neath,” Szollos noted. “I asked her if we could take the bike in and turn it into a proper race bike, and we did a bit of build on it and I guess the advertising worked and more riders wanted to the same deal, so that’s kind of where it all started.”

At Super Series round 2, Ivory picked up his first podium of his career; with Weber and Vanderputten knocking out a combined six wins over the weekend, it was the most success the team has seen in the series thus far. Seeing all their riders be successful gives Scott and Doug an enormous sense of pride. With many of the riders not just being sponsored clients but off-track friends as well, the brothers know that the work they are putting in is paying off and helping their riders succeed on track.

“It’s really cool to see everyone succeed,” said Newman. “When you do things for them, like build their bike or prepare

In addition to building their own road racing careers, brothers Doug Newman (No. 93) and Scott Szollos (No. 10, following page) have assisted other racers, including Kayla Hannaford (No. 72, below) and Drew Weber (No. 13, opposite page).

it before a race, to see that bike cross the finish line first is really cool. When Drew won the Pro Sportbike race, our logos were on his bike as he was holding the checkered flag so it was amazing. It’s a labour of love, you get a lot of rewarding moments months later after putting in the work.”

For Scott, the future of Lean Angle looks bright. He wants to continue doing track days, while improving his on-track results in Super Series. What keeps him coming back is the good people that run the show, as well as the amazing people off-track. If he is going to spend his money somewhere, he wants to do it where the people genuinely enjoy being there. The experience always made it for him and his brother, and Scott is looking to pass the torch on down to his own daugh ter Zoe who is currently enrolled in the racing school.

“I think in the future, we want to do more track days and become the go-to.” Szollos concluded. “We’ve had a lot of fun over the past few years and I always enjoy my time here at Shannonville. If I’m going to go out and spend my money, I want to spend it at a place that has good people. Everyone from the competitors, to John and Dominique and the Super Series officials are all just so passionate about what they do, making the experience so much better. The people really do make the experience and if I wasn’t having fun, I wouldn’t go, you know.”

For Doug, he loves what he does every single day. Being more of the media face, Newman knows that the as the business grows it’ll only mean good things for him and his brother. Shannonville means a lot to Newman as it was the first big track they ever rode on together, and the memories are second to none. New man will continue to chase his first podium in the Novice class, an achievement that will be thoroughly celebrated.

“For me, it was the first track I ever rode.” Newman concluded. “I rode the Fabi back in the early 2000s, and I equate Shannonville to like grandma’s home cooking. I come here and it’s hard to find someone I don’t know. I think it’s really refreshing to meet like-minded people and at the track, all your pals share the same interest. The people all treat each other great and it’s a big family.”

By any other name

AsI begin this issues’s offering I am reminded of a book review I wrote on Joe Scalzo’s Grand National. Joe is over generous in his record of nicknames to the point of annoyance and in my review I took him to task. It seemed to me that not everyone has to have a nickname, but Joe thought so, to the extent that he had a glossary. In spite of that, what is to follow is some stories about nicknames.

Sebastien Tremblay is one of Canada’s best motorcycle road racers and perhaps the best liked. He has been well known as ‘the Shaker’ to CSBK fans for many years. At the Nova Scotia doubleheader weekend this past summer I had a fan ask me if it was me who gave him his nickname. I had to admit it was not, I had known him as the “Shaker” long before I got behind the CSBK mic. “So where did the name come from?” he asked. Assuring him I would find out, I simply asked Sebastien where the Shaker had originated. “It’s from my name,” he replied and then began to smile as he saw the curious look on my face; but before he had a chance to explain it came to me, with remembrance of Mont Tremblant, the trembling or shaking mountain. In French the word tremble means to shake hence Tremblay is ‘the Shaker.’

Next up the story of a recent immigrant to

Canada, who in addition to a new country and new home, as of the 2022 CSBK season, has a new nickname. Istvan Hidvegi came to these shores from Hungary a few years back. At the Calabogie round, I was announcing from the main control tower when I caught sight of a red tail hawk swooping overhead and into the trees directly in front of us. “Oh cool, a hawk,” I exclaimed. Dan Sulpher, the track controller replied quickly, “We see him all the time, comes and goes all day.

He’s my pet hawk.” I queried if his pet hawk had a name and Dan confirmed that the bird did not, so I suggested we make that a side project for the day, to name her or him; but no Harry or Henry. Something different and novel. Sometime later Dan swiveled his chair toward me and offered, “I really like that Hidvegi name, I think we should call my hawk Hidvegi what do you think?” “Perfect!” I agreed. “And guess what? Istvan is now ‘the Hawk,’ how about that?” I look forward to making this nickname stick.

Next up the tale of an Irish immigrant, whose daughter’s name is much more recognizable to race fans in Canada. She was the first of the gentler gender to win a Canadian national championship motor cycle race title and as a rookie Pro rider won the Brooklyn Cycle Rookie of the Year amongst other notable accomplishments

before retirement. Her name is Stacey Nes bitt, her parents are Julie and Grant and it is of Grant that we refer to in this name game. Grant competes in the Lightweight Sport Bike class of racing but is not what one would observe to be a lightweight in body size. With that in mind consider the kidding remark from doctor Steve Walker who com mented, “Grant you have the aerodynamics of a patio door!” Now consider the Irish background of Grant and indeed his creative sense of humour when I relate to you that Grant Nesbitt has created his own new nick name, which adorns both sides of the upper fairing on his race bike. It reads ‘Paddy O Dor.’ I’m not sure if there are apologies due but giving fair warning that I’ll do my best to make sure this one sticks as well.

And just one more, this time a little ditty about a young Nova Scotia lady who be came known by me as the ‘Queen of Cool.’ Cathy Doyle is in charge of CSBK timing and scoring and incidentally was at Calabogie when Hidvegi ‘the Hawk’ came to be but it is our original visit to CMP I refer to now. As well as CSBK’s first visit to this track it was also Cathy’s first time working with us. It’s hard to describe the plethora of problems she had to work through that day. It seemed like every time she put out one fire another would burst into flame and yet through the whole ordeal, she kept her cool and became a pleasure to work with. She’s been with the series since that day.

I lied, there is one more and this is per sonal. When I was dirt track racing back in the early 1970s the track announcer at the Welland County Speedway, Wesley Pierce took to calling me Frankie Woods. It was a nickname that I was not fond of to say the least and I made abundantly clear to Wes that only my elders called me Frankie and there was only one of me, drop the s. But it was to no avail. When folks came to know that I was displeased they began calling me that in jest, to get my ire so I stopped complaining and on race weekends became Frankie Woods.

Tremblay’s

loosely

Tremblant.

Recognizing Mr. Frank Wood

Occasionally,

something happens to remind you to celebrate the people that work with you, and this is one of those times.

In early September, the Calabogie Com munity Centre hosted an evening event for competitors in the Pro 6 GP Ontario Road Race championships. Such events are common for most regional series, but due to COVID restrictions, this was the first time Pro 6 could stage an official get together.

There was one special award presented at Calabogie, when Frank Wood received recognition for his continuous support of various disciplines of two-wheeled sport. Frank came straight to this Sunday evening event from the final Vintage Road Racing Association event of 2022 at Shannonville Motorsport Park.

The John Morgan Memorial Award is presented by the Pro 6 GP organizers to “an individual who demonstrates a lifelong dedication to racing and its participants.”

The back story on this award is a good one. Pro 6 Cycle co-owner Sheena Noce’s father was John Morgan, who lived from 1956 to 2015. Morgan was a veteran flat track competitor and road racer, and a farmer based near the eastern Ontario ra cing hub of Belleville/Shannonville. Among his accomplishments, Morgan won the CMA Senior Flat Track championship in 1978.

Both Sheena and her brother Jesse raced from a young age, with considerable suc cess. John Morgan could be a classic “racing dad,” but certainly offered his children a chance to participate with some of the best young flat track talent.

When Wood received the award, he was choked up – not all announcers crave atten tion! Eventually, Frank came up with: “I just came for the meal!”

I have worked with Frank for over two decades, and there is no doubt that the for mer top flat track competitor understands racing and racers, and just what is involved to get near the front of the Pro pack. Wood’s ability to incorporate these factors in de scribing a race or fleshing out a broadcast interview or written piece, make his efforts popular in the paddock.

“Really, for people who spend lots of time at the track, you couldn’t think of a nicer guy,” says Sheena. “Behind the scenes, he does so much, sometimes maybe against our better judgement.” Wood’s support of rising stars has sometimes gone beyond the verbal, finding support locally or even reaching into his own pocket. Sometimes I worry that he might literally give someone the shirt off his back!

“Frank knows so many people at the track, and he really doesn’t forget any body,” continues Noce of Frank’s PA work at

various events throughout the years, from AMA Pro in the US to Blair Sharpless’ Cordu roy Enduro. “Be it announcing, on television or in his writing, he’s always working on the racing. There are so many good stories we wouldn’t know if Frank didn’t get the news out with his own unique voice.”

Noce goes on the tell a story of a long-ago Labour Day weekend, when Frank got some of the young local racers, including his son and the Morgans, together for a local camp ing/riding adventure. The group set up shop at Trailblazer’s Park, the flat track/moto cross facility right next door to the Shan nonville road race facility. “We would ride until our tanks were empty, then go for a swim in the quarry,” reflects Sheena. “Back then, there was really no time to practice flat track riding, so it was a real treat that I appreciate even more today. I wore out the top end of my RM80 that weekend!”

Noce also remembers that Wood got involved after her serious crash in a Quebec national flat track event, Frank arranging financial support from Kingston dealer Motosport Plus for her return to competi tion. “I think it was$2,000, and that was a really big deal for me at the time,” admits Noce. “Things like this, the right help at the right time, mean so much to a young racer.”

Wood also “helped” Noce start to learn the ropes of race organization, something helpful given her current task involving a summer of track days and regional race events at Calabogie. “Once I was old enough to drive, but still a teenager, Frank would invite me to organizational meetings for the flat track races at the Belleville Fair grounds,” reflects Noce. “So, I really started to learn what was truly involved, behind the scenes, with organizers, sanctioning groups, sponsors.”

While it is true that this kind of involve ment sometimes scares people off when they look behind the curtain, Wood is famous for keeping his positive demeanor in almost all circumstances. Canadian racing needs more people like the new John Mor gan Memorial Award winner. IM

Frank Wood interviewing the Liqui Moly Pro Sport Bike podium.

PHOTO

IM Podium Rundown –Championship Edition

With the 2022 racing season firmly in the rear-view mirror, the focus of com petitors across the country has already turned to preparing for 2023.

Before turning the page on the racing calendar, here is a look at the champion ships in just a few of the many series active in Canada today.

To everyone who competed in 2022, whether you won or not, congratulations and thank you for making racing part of your life.

Canadian Superbike Championship

Pro Superbike

2022 Champion: Ben Young

2nd: Alex Dumas

3rd: Trevor Daley

Liqui Moly Pro Sport Bike

2022 Champion: Trevor Dion

2nd: David MacKay

3rd: Elliot Vieira

AIM Insurance Amateur Superbike

2022 Champion: Julien Lafortune

2nd: John Fraser

3rd: Marc Labossiere

Amateur Sport Bike

2022 Champion: Paul Etienne Courtois

2nd: Alexandre Michel

3rd: John Fraser Pro Lightweight

2022 Champion: Jared Walker

2nd: Gary McKinnon

3rd: Harvey Renaud

Amateur Lightweight

2022 Champion: Bryce DeBoer

2nd: Grant Nesbitt

3rd: Andrew Cooney

Amateur Lightweight Sport Bike

2022 Champion: Bryce DeBoer

2nd: Andrew Cooney

3rd: Jacob Black

Super Series

Novice

2022 Champion: Alexis Beaudoin

2nd: Ryan Dunwoodie

3rd: Doug Newman

Amateur Sport Bike

2022 Champion: Jordan Decarie

2nd: Eric Quintin

3rd: Adam Pearsall

Pro Sport Bike

2022 Champion: Drew Weber

2nd: Alex Coelho

3rd: Jose Azevedo

Amateur Superbike

2022 Champion: Jordan Decarie

2nd: Matt Vanderhorst

3rd: Ryan Dunwoodie

Pro Superbike

2022 Champion: Elie Daccache

2nd: Eros Mukja

3rd: Alex Coelho

Lightweight Production 2022 Champion: Eric Quintin

2nd: Jean-Pascal Schroeder

3rd: Dylan Leclair

Lightweight Superbike 2022 Champion: Istvan Hidvegi

2nd: Miles Keller

3rd: Dave Buckland Sprint Cup

2022 Champion: Elie Daccache

2nd: Matt Vanderhorst

3rd: Eros Mukja Sportsman Lightweight

2022 Champion: Francois Gauvin

2nd: Jean-Pascal Schroeder

3rd: Dylan Leclair Sportsman Heavyweight

2022 Champion: Drew Weber

2nd: Wes Barnes

3rd: Colin Duncan Sidecar

2022 Champion: Michael Vinten

2nd: Wayne Walsh 3rd: Stephen Fletcher

Flat Track Canada

Open Expert

2022 Champion: Dave Pouliot

2nd: Tyler Seguin

3rd: Brandon Seguin

DTX Expert

2022 Champion: Dave Pouliot

2nd: Brandon Newman

3rd: Boyd Deadman Open Intermediate 2022 Champion: Rodrick Scott

2nd: Adrian St. Amand 3rd: Felix Dandurand DTX Intermediate 2022 Champion: Rodrick Scott 2nd: Adrian St. Amand 3rd: Felix Dandurand Open Novice

2022 Champion: Liam Caskie

2nd: Seth Little

3rd: Connor Thompson

DTX Novice

2022 Champion: Liam Caskie

2nd: Seth Little

3rd: Connor Thompson

250 Youth

2022 Champion: Loic Nadeau

2nd: Mateo Racine

3rd: Jameson Andrews

85 cc

2022 Champion: Loic Nadeau

2nd: Mateo Racine

3rd: Jameson Andrews

Veteran

2022 Champion: Bentley Thistletwaite

2nd: Brent Thompson

3rd: Glen Brown

Vintage Lights

2022 Champion: David Barwell

2nd: Glen Brown

3rd: Abi Harrett

Vintage Open

2022 Champion: Alex Olsen

2nd: Bill Harrett

3rd: Glen Brown

ATV Youth

2022 Champion: Bentley Doucette

2nd: Cadence Wayne

3rd: Kolton Boothby

ATV Open

2022 Champion: Peter Grison

2nd: Brandon Doucette

3rd: David English

ATV Pro

2022 Champion: David English

2nd: David Sylvestre

3rd: Kris Boothby

50 cc Air Cooled

2022 Champion: Ace Simiana

2nd: Hunter Weasner

3rd: Connor Rune Speedway

2022 Champion: Eric Crosz

2nd: Nicolas Fafard

3rd: Tyler Brown

Alberta Mini Road Racing Assoc.

Eurorace 125 Junior Cup

2022 Champion: Lincoln Scott

2nd: Rhys McNutt

3rd: Lucas Morrison

Eurorace 125 Supersport

2022 Champion: Carlo Rangas

2nd: Treston Morrison

3rd: Jason Valdez

Eurorace 200 Supersport

2022 Champion: Lincoln Scott

2nd: Rhys McNutt

3rd: Jason Valdez

Eurorace Spec GP

2022 Champion: Lincoln Scott

2nd: Rhys McNutt

3rd: Cole Reimche

Formula 16 Unlimited

2022 Champion: Don Manuel

2nd: Curtis Lindenbach

3rd: Greg Taylor

Formula 21 and Over

2022 Champion: Curtis Lindenbach

2nd: Carlo Rangas

3rd: Reaghan Ross

Formula GP

2022 Champion: Jason Valdez

2nd: Carlo Rangas

3rd: Reaghan Ross

Formula Thunder

2022 Champion: Treston Morrison

2nd: Lincoln Scott

3rd: Curtis Lindenbach

Formula Under 21

2022 Champion: Treston Morrison

2nd: Rhys McNutt

3rd: Lincoln Scott

Ladies

2022 Champion: Jordanna Bobowsky

2nd: Lynn Holte

3rd: Neda Padimanskaite

Lightweight Supersport

2022 Champion: Don Manuel

2nd: Greg Taylor

3rd: Thad Klassen Motard

2022 Champion: Treston Morrison

2nd: Lincoln Scott

3rd: Rhys McNutt

Moto 12

2022 Champion: Curtis Lindenbach

2nd: Cole Reimche

3rd: Lucas Morrison Moto 4

2022 Champion: Rhys McNutt

2nd: Julien Camanini

3rd: Carlo Rangas Moto 8

2022 Champion: Carlo Rangas

2nd: Treston Morrison

3rd: Rhys McNutt Spec Thunder

2022 Champion: Lincoln Scott

2nd: Curtis Lindenbach

3rd: Lucas Morrison Supermoto

2022 Champion: Steve Begg

2nd: Julien Camanini

3rd: Adrian Beaulieu

Youth 6-9

2022 Champion: Gavin Lindenbach

2nd: Ryder Salt

3rd: Mia McNutt IM

Bridgestone Takes Over as CSBK Title Sponsor

The Canadian Superbike Championship Series (CSBK) has a new title sponsor following the announcement of a four-year partnership with tire manufacturer Bridgestone. In addition to its sponsorship of the series, which will now be known as the Bridgestone Canadian Superbike Series (or Bridgestone CSBK), Bridgestone will provide direct support to competitors through contingency prizes and a year-end prize purse for the top-placed racers in the Pro Superbike feature class.

“We are really energized by the opportunity to work with Bridgestone,”explained CSBK founder Colin Fraser of Toronto’s Professional Motor Sports Productions Inc. “We are confident that the move to Bridgestone is a big step for our competitors, series and fans. There are a lot of good things on the horizon.”

More details on the Bridgestone CSBK Series can be found at www.csbk.ca. IM

The FIRST.. The BEST..

Sintered Braking

Trevor Dion 2022 CSBK Pro Sport Bike Champion

Flat Track Canada 2022 Open Expert and DTX Expert Champion Dave Pouliot. PHOTO BY TAYLOR

Low-side vs. High-side

Noone wants to crash. We don’t set out with the expectation that we’ll crash, and if we’re smart and strategic about our riding habits, we’ve probably adopted some key riding and deci sion-making tactics to avoid it. But crashes do happen. Not to everyone, but to enough of us that I think it’s important for riders to have a basic understanding of the two primary single-vehicle crash types. I’m going to focus on single-vehicle crashes (i.e. no other vehicles involved) because these are the scenarios where, more often than not, rider error is a precipitating factor.

Low-side and high-side crashes are two common crash types experienced by motorcyclists in single-vehicle collisions, and where the rider may be ejected from the motorcycle. A low-side crash is precipitated by a loss of traction between one or both wheels and the road surface, causing the motorcycle to slide out from under the oper ator, and with the operator typically falling in the same direction as the motorcycle.

A high-side crash is also precipitated by a loss of traction causing the rear of the motorcycle to slide out or ‘fishtail.’ In this scenario the traction loss typically occurs

at the rear wheel only. The key difference with this crash type occurs when the sliding rear wheel regains its traction while it is out of alignment with the (still rotating) front wheel. At this point the rear wheel, having regained its traction, forcibly realigns the front wheel in the direction of rear wheel travel. A tremendous amount of torque is generated as this occurs, flipping the motorcycle upright (to the high side), and ejecting the operator, often headfirst, from and ahead of the motorcycle. The high-side crash will frequently result in the motor cycle rotating (or rolling) about its longitud inal axis.

The nature, type and severity of injuries that can result from low-side and high-side crashes also differentiate the two crash types. Low-side crashes typically result in injuries to the lower extremities, while high-side crashes are more likely to result in injuries to the head and upper extremities. Because of the violent forces experienced by operators in high-side crashes, this crash type is associated with more severe injuries to the operator. An analysis of 78 crashes occurring during the 2013 MotoGP US circuit highlights the risks of severe injury associat

ed with each crash type, with 1.7 percent of all low-side crashes resulting in significant injury to the operator, while 54 percent of all high-side crashes resulted in significant injury to the operator.

So, with all that, what should you do if you find yourself in a scenario where you’ve applied a bit too much rear brake and your back wheel locks up? That all depends, and with milliseconds of decision-making time, it can be a tall order for anyone. If your rear wheel is still in-line with the front (i.e. you haven’t started to skid sideways), it’s best to maintain steady pressure on the rear brake (don’t release it), stay upright, look ahead and ride out the skid. If the rear of your bike begins to slide out, you’ve now entered high-side crash risk territory, so it’s even more important to avoid doing anything that will cause the rear to regain traction. And of course, this all assumes that you have the presence of mind to determine these characteristics in the moment.

There has been research conducted into operator behaviour during an impending crash which suggests that the most viable option for an operator to avoid a high-side is to purposefully low side the motorcycle; a proposition that is counterintuitive for even the most experienced motorcycle operators. What the research into rider behaviour leading up to a crash tells us is that, unfortu nately, you may find yourself in a scenario where you’re faced with choosing between two bad options: let the low-side happen or risk the high-side.

That’s a crappy choice to have to make, but one that riders should be prepared for nonetheless. At the end of the day, our best option to avoid the scenario altogether is to ride within our limits, constantly scan our traffic environment to minimize unexpected events, and most importantly, keep our emergency braking skills up to snuff.

MichelMersereauisaseniorinstructor withtheRiderTrainingInstitutebasedin Toronto. IM

INSIDE TECH

By John Sharrard

Creating an adventure bike

What separates an adventure bike from other models lined up in your local dealership? Well, its intended use often dictates several key features that make it better for that careful mix of on-road amenities blended with off-road capability.

First off, the bike needs to be ergonomically pleasing enough for long days in the saddle with creature comforts, and a realistic ally large fuel range for getting to and exploring remote riding destinations. It needs to have a smooth engine with enough displacement to travel on major highways if needed without working hard and consuming large amounts of fuel. Don’t get me wrong, there is a place for smaller framed, lighter adventure bikes with small engines, but it limits their use a bit to more lo cal trails. Once you turn off the highway onto secondary roads, the adventure bike needs to have enough suspension travel to deal with less-than-ideal surface conditions. The ‘street’ normal five inches of suspension travel found on sport and standard bikes is quickly overwhelmed on a beat-up road at speed, so eight to ten inches is the norm in the adventure world. Then, when you slow down and turn off the secondary road

onto a trail, that is where the feature list should start to pile up. Larger diameter wheels that give you more ground clearance become a huge advantage. Gone are the 17-inch street wheels found on pavement, and they quickly grow to 18 inches or more out back, and the front wheel can jump up as high as 21 inches to help you clear roots and rocks. The industry has long aligned tire offerings with rim sizes, so you will notice off-road appro priate tires easier to find for the larger diameter rims of adven ture bikes. Your fingers will get mighty tired (pardon the pun) looking for aggressive knobby tires for your 17-inch sport bike rims, but selection abounds for the more common 18-inch rear / 21-inch front wheel combination.

Tires of all different lug heights and tread patterns are available to help you tune the bias of your bike to the riding you intend on doing. If you are a very high pavement miler that just visits the occasional dirt road, then a milder, smoother tire will vibrate less at speed and reward you with longer life. If you travel very short distances on secondary roads to spend a day in the bush, you will want a far more aggressive knob style to handle the tougher terrain, knowing you aren’t going to ruin it with an

PHOTO: YAMAHA MOTOR CANADA

eight-hour blast on the Trans-Canada Highway. We often work with adventure riders that change tires as their usage changes during the period that they own the bike. Don’t worry about picking the perfect tire, it may not even exist. Often tire selection is about compromise, but you can always change them if you picked the wrong set.

So, the basic parameters of the adventure bike have been select ed for us above. Big things like frame, fuel tank and seating position have been dictated, and suspension, wheels and tires have been selected. Now is where the aftermarket gets excited, as we start to really customize the bike for our individual needs and our journey ahead. Rider comfort and protection is para mount when planning on enjoying long days in the saddle on varied terrain. Different windscreens can be selected if your bike came without one, or with one that doesn’t fit your height or desire. Seats can be purchased to give more padding for greater comfort, or less height or width to make the ground seem a little closer. Not everyone’s butt is the same, so off the shelf or custom seats can be procured to make this point of contact much more pleasant. Heated grips and clothing can be a game changer for those that really love to ride and tend to extend the Canadian season from early spring to deep into autumn. Now that your personal comfort has been looked after, we can focus on our trusty motorcycle. Bumpy, rocky trails offer far more excitement and adventure, and reward us with views, places and experien ces never dreamed of had we stayed on the blacktop, but those same challenges can damage our bike in a heartbeat. Let’s face it, if we stay on our side of the road, we have eight to ten feet of pavement to use if we need to avoid a pothole or offending bump in the city, but if we are negotiating a narrow single-track trail, we are hitting all kinds of stuff! So, if you find yourself alone, 40 km from the nearest other human down some rocky trail that continues to deteriorate and you are bravely bouncing off rocks, you want all the bike protection you can get!

If your bike were able to write a birthday or Christmas wish list and it knows some of the trails you like to find, the list may look like this, in no particular order: Skid plate. Some adventure bikes may come with a modest skid plate, but if you are prone to ongoing bouts of ‘bravery,’ consider a more robust one. I removed the light plastic one from my WR450F and installed a heavy-duty aluminum version right from the Yamaha accessory catalogue that extends the coverage up front to protect the rad hoses and out back all the way to the linkage. It also wraps up the sides of the frame to protect the bottom of the engine covers from rocks that jump out on the trail. I have epoxied more than four bikes trailside that took damage to the lower engine covers, that could have been prevented with better skid plates. Engine guards. Wider engines than single cylinders need pro tection over and above that offered by a skid plate, so engine guards come in all shapes and sizes, primarily governed by the design of your particular bike. If your bike sports the ultra popular BMW boxer engine with its opposed cylinders sticking out in the wind, your guards might be quite extreme to protect those important cylinder heads in the event of a tip over. Paral lel twin, triple or four-cylinder bikes will have narrower guards to keep that engine safe.

Brake guards. Nothing will stop you faster, quite literally,

than a rock to a brake rotor. Cars keep their brake rotors inside their massive rims, but a motorcycle that turns by leaning needs much narrower wheels, leaving the rotors quite exposed. Touching your rotor on the side of a rock hard enough to bend it, will lock that wheel instantly, usually ejecting the rider quite dramatically. Brake rotor guards may save your day, and your body!

Hand guards. While negotiating through the branches and trees, a misplaced sapling can pull your front brake lever in just as easily as your finger, to your astonishment. There is nothing like unexpected full front brake application while still on the throttle to get your attention while casually enjoying the scenery. If you aren’t launched over the bars and into the woods from this surprise, you will start to think hard about hand guards. They vary from flimsy plastic extensions that deflect the breeze and the odd stick or rock thrown at you from a rider ahead, to heavy duty aluminum guards that will deflect a high-speed tree impact and protect the levers in the event of a resulting fall in the rocks.

It doesn’t cost much, or require an excessively long shopping list, to make a wonderful adventure bike and ride in the country all that more comfortable, pleasant, and above all safer. Until next time, get outside, consider exploring roads less travelled, and ride!

However and wherever you ride, your adventure bike can be customized to accommodate your specific riding requirements with aftermarket features such as brake guards (top above) or hand guards (above).

OUTLIERS

MARK DZIKOWSKI

After over 10 years of putting on Red Bull events in Alberta, the local – and the whole Canadian – offroad community was finally rewarded with a world championship round here on Canadian soil, as part of the FIM Hard Enduro World Championship series (HEWC) this past August. While the previous Red Bull events here in Wildrose Country were run under different names like Xtinc tion, Rocks & Logs and finally Outliers, a lot of them shared the same terrain and locations. They also shared the brains that put those events on, namely Shane Cuthbertson and Lee Fryberger and their crew. These pillars of the off-road racing scene were finally rewarded with this world class event. The event started in downtown Calgary like it did in 2019, except this time it was right smack middle of downtown in front of city hall at the Olympic Plaza. With over 250 racer entries, the event was shaping up to be dynamite and with per fectly clear blue skies in the morning, the weather was co-oper ating as well. Outliers has not had a good track record with the weather gods in Calgary, as the previous event got snow in 2019, so the hope was that this year was going to be different.

During the morning practice, it was evident that this race course was no joke and the carnage was immediate. The finish line three-log pyramid, claimed 40 to 50 percent of the Amateur, Vet and Expert classes with many going over the bars or barely completing one lap in the allotted time during practice. While the other classes’ practice sessions were not timed, the Pro class had timed qualifying practice in order to sort out the starting order for the heats. As the Calgary crowd kept growing around Olympic Plaza, ominous clouds started coming over the skyscrapers from the west. With the racing in full swing, carnage and entertainment at all-time highs, organizers had one eye on the action and one on the weather. After the first round of heats in the Pro category, the local favourite Trystan Hart from Invermere, BC secured the fastest time, ahead of series leader Manuel (Mani) Lettenbichler of Germany and the Spaniard Mario Roman. With the second round of heats and then the finals still to come, lots was at stake to secure the best starting position for the next day’s main event. Unfortu nately, the skies opened up and dumped a solid 20-30 mm of rain and hail on the venue, cancelling the remainder of the qualifying event in Calgary.

The main event in Steveville, AB was still a go for the following day with everyone praying that the thunderstorms would miss the race venue. For those that haven’t ridden in the Alberta Badlands, the terrain is virtually un-ridable for the mere mortals with extremely slick bentonite clay making up the bulk of the soil, including the hill climbs and downhills the racers would have to compete on. Luckily, only strong winds

and minor rain fell on the area, so the conditions were going to be perfect for the main event. With bluebird skies, the crowds began to assemble in the pits and all over the hillsides, ready to get a close-up glimpse of the hard enduro superstars from around the world. With Amateur, Vet and Expert classes running their races in the morning and early afternoon, the spectators were buzzing for the Pro main event to be run at 2:30 p.m. While the other classes ran on parts of the Pro loop, the hardest obstacles were reserved for the best in the world with Outlier sections like Fry and Slabs being new this year in addition to the already famous Moose, Winter Traction and of course the final Outlier, Xtinction. This final section would be run in a small final extreme loop with the finish line at the top of the climb.

With the staggered start for the Pros, it became clear why getting a good gate pick in previous day’s qualifier was key. Getting a good start was paramount to stay out of the dust and have a clear track on the technical course that isn’t easy to pass on. With a dead-engine start, the sound of a shotgun signalled the start of the main event and one man was left in the dust at the start line: Mani Lettenbichler, the series points leader. Once his bike finally started, he was dead last so had some work to do. Meanwhile, up front, Trystan Hart was in the lead ahead of Mario Roman right on his heels. Within the next 15 minutes or so, Lettenbichler would pass the whole field and arrive at the first serious Outlier, Moose in the lead. At the top of the

checkpoint however, Hart would emerge first with Lettenbichler second and Roman right behind them in third. This would be a similar narrative for the next 2.5 hours as the top three completely separated themselves from the rest of the field that included legends like Graham Jarvis, Taddy Blazusiak, and young up-and-comers like Teo Kabakchiev, Michael Walkner, David Cyprian and Dominik Olszowy. Hart and Lettenbichler swapped the lead multiple times where one would make a mistake on a climb and lose the lead only to regain it at the next hard section. Finally, after a ridiculous pace over the entire main event course, it all came down to the last Outlier, Xtinc tion. Mani attacked the last hill climb while nursing a fragile 20 second lead over Hart only to loop the bike out mere metres away from the Red Bull arch and the finish line. The crowd went crazy as Hart cleared the lower part of the climb and was gaining on Lettenbichler. The German picked up his bike, made it to the finish line just six seconds in front of the charging Hart. That is six seconds over 2.5 hours of racing! Insane! It was by far the closest finish in the Hard Enduro World Championship this year, and maybe ever. Roman came in third with Graham Jarvis and Taddy Blazusiak rounding out the top five and becoming the only five finishers of the event in the allotted time.

With the sun setting on the series and only one round remain ing, the Hixpania in Spain, the leadership race is separated by only four points between Lettenbichler and Roman. It has been an amazing season overall and for a Canadian event to be right in the middle of the action and hailed as having one of the clos est battles of all time between Hart and Lettenbichler is just an icing on the cake. Let us hope that Red Bull Outliers stays on the schedule for 2023, so we can once more showcase to the world what Canada has to offer in hard enduro. IM

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Story and Photos by Graham Clayton

Thelatter 1930s were a period of significant technologic al innovation in Grand Prix road racing with many of the top racing factories adopting forced induction using supercharging for both four-stroke and two-stroke engines in the 250, 350 and 500 cc GP classes of the day.

The German DKW team was the leading two-stroke racing specialist during the 1930s and built some truly exotic and complicated supercharged GP machines. These included their 250 cc three-piston d- and e-version UL ‘twingle’ split-cylinder singles and their 350 cc five-piston split-cylinder twins. DKW’s Walfried Winkler won the FICM 250 cc European championship in 1934, as did Arthur Geib the following year. In 1938 Ewald Kluge won DKW its first IoM TT, the 250 cc Lightweight, as well as back-to-back 250 European championships in 1938 and 1939. DKW’s Heiner Fleischmann also took the 350 cc European crown in 1939.

In the 500 cc class the top two works teams by 1938 and ‘39 were Gilera, with their supercharged water-cooled Rondine (Swallow) DOHC transverse four, and BMW with its super charged Type 255 Kompressor horizontally-opposed twin. The BMW developed 60-plus horsepower at 8,000 rpm, had a wet weight of 138 kg (303 lb) and a top speed of over 220 km/h (140 mph). The Rondine developed 80 horsepower at 9,000 rpm, was heavier than the Kompressor and also had a top speed of over 220 km/h (140 mph). BMW won the European 500 cc champion ship in 1938, as well as finishing first and second in the 1939 Senior IoM TT. Gilera then topped BMW, winning many races and taking the 1939 European 500 cc championship.

Racing successes achieved using supercharged engines prompted other racing factories to develop their own blown racers. These included Benelli with a 35-horsepower 250 single, NSU with a 60-horsepower DOHC 350 twin, Velocette with a 54-horsepower 500 cc OHC parallel twin nicknamed the ‘Roarer’ and AJS with a 55-horsepower supercharged 500 cc watercooled 50-degree V-four. The blown AJS was very fast, but also had serious reliability issues. At the 1939 Ulster, GP works rider Walter Rusk had been the first to lap the 20.5-mile Clady circuit, with its seven-mile straight, at over the ‘ton,’ only to then retire with a broken girder fork leg.

The outbreak of WW II in September 1939 brought GP racing in Europe to an abrupt end with most companies soon becoming involved in the supply of war materials. Earlier that year Norton had chosen to increase motorcycle output for the coming conflict and to reduce its racing efforts, something that had prompted their race boss Joe Craig to leave the firm and eventually join AJS for the duration of WW II.

While at AJS, Craig convinced the Collier brothers, the owners of AJS parent firm AMC, to abandon their problematic 500 cc V-four racer and replace it with a new vertical parallel twin. Like the AJS V-four, the twin was to be both water-cooled and supercharged, but up until 1943 was to be badged as a Sunbeam and designated the Model E90S, the E standing for ex perimental and the S for supercharged. Joe Craig was in charge of the racer’s development, but the actual detailed engineering work on the E90S was mostly carried out by Vic Webb and Phil Irving. After a while Webb dropped the idea of a vertical twin

Large 21-inch front wheel and 210 mm drum brake dominate the front view of the AJS E90.

replacing it with a horizontal layout.

Unlike most British motorcycle engines of the day the E90S motor was of unit construction. Its forward-facing parallel cylinders were inclined 15 degrees upward from the horizontal which gave the bike a lower centre of gravity and better hand ling. It also created essential space in the frame above the engine in which to locate the radiator and supercharger. Its 360-degree crankshaft, devoid of a flywheel, provided drive to the double overhead cams via a Y-shaped eight-gear train located on the engine’s right side. The engine ran in reverse with the pistons rising and falling together. Final drive was via chain and em ployed an exposed air-cooled clutch located on the left side of the engine and a fairly conventional Burman close-ratio fourspeed gearbox.

Work on the E90S picked up in 1946, but later that year dis aster struck when the FICM, Europe’s top racing body, banned the use of supercharging in GP competition. Basically, firms like Gilera, AJS and others were effectively given a two-year development period in which to create new conventionally aspirated racers. During that period the FICM became the FIM (Federation Internationale de Motocyclisme) which in 1949 launched the first ever motorcycle Grand Prix world champion ships for the top rider and top manufacturer in each of four solo classes (125, 250, 350 and 500 cc).

Financially struggling AJS, with limited resources and in ternal management issues, had little choice but to make major engine design revisions to what became the carbureted E90. A switch from water-cooling to air-cooling eliminated the need for a radiator and allowed the use of weight-saving magnesium alloy for various engine parts including the crankcase. Major changes were required to the engine’s cylinder head, valve train, pistons, intake and exhaust ports, etc., to make the engine more like a purpose-built conventionally aspirated four-stroke twin.

This would take a couple of years. One of the early modifica tions was the use of spike- type cylinder head fins at the front of the cylinder head between its two widely spaced cam boxes. Their appearance lead to the bike being dubbed the ‘Porcupine.’

When the E90 was first introduced in 1947 its engine pro duced a scant 37 horsepower at 7,600 rpm running on 72 octane ‘pool’ gasoline with a 7:1 compression ratio. That year in the first post-war Senior TT, works AJS Porcupine riders Les Gra ham and Jock West finished a disappointing 9th and 14th over all. That same year, however, AJS works rider Ted Frend scored the E90’s first victory in the Hutchinson 100 Miler, an indication of its potential.

The E90 engine had a strong three-bearing crankshaft that was fitted into a unique one-piece common engine/gearbox crankcase. It had forged aluminum conrods and pistons and used spur gear drive for the oil pump and Lucas magneto. Cylinder head changes included the use of a narrower enclosed valve angle, intake port improvements and a compression ratio increase to 9:1.

The twin cylinders had near square 68 mm x 68.5 mm bore and stroke dimensions for a displacement of 498 cc. A pair of 1-and-1/8 inch Amal GP carbs provided fuel to the cylinders with spent gases vented out via twin megaphone exhausts.

The Porcupine chassis was quite up-to-date and employed a twin-loop steel-tube cradle frame fitted with AMC’s own telescopic front fork and a swingarm with twin AMC ‘Jampot’ rear shocks. The bike rolled on spoked wire wheels, 21-inch

The AJS E90 won the inaugural FIM 500 cc world championship in 1949 by a narrow margin of just one point. The AJS E90 featured a twin-loop steel-tube cradle frame and utilized an AMC telescopic front fork and twin rear shocks.

front and 19-inch rear, fitted with 210 mm (8.25 in) drum brakes. The wheelbase measured 1,435 mm (56.5 in). Fitted with a large fuel tank and solo saddle the bike weighed about 150 kg (330 lb) dry.

The 1949 FIM 500 cc world champion ship season had six races; the IoM Senior TT, the Swiss GP (Berne), the Dutch TT (Assen), the Belgium GP (Spa), the Ulster GP (Clady) and the Nations Grand Prix (Monza). In each race just the first five riders would receive 10, 8, 7, 6 and 5 points respectively. Additionally, the rider who set the fastest lap received a single point so long as he completed the race. Standings in the championship were based on the best three results.

Unlike modern Grand Prix, the early GPs were as much about endurance of man and machine as about outright speed. By then the Porcupine was putting out 45 horsepower, more than Norton’s Manx, but less than the Gilera four, was faster than the Norton and close in top speed but better handling than the ill-handling Gileras.

In the series opening IoM Senior TT, AJS works rider Les Graham set the fast est lap and led the seven-lap 425 km (264 mile) race for all but the last two miles when his magneto failed at Hillberry ced ing the win to Norton’s Harold Daniell. At the following Swiss GP, Graham won and again set the fastest lap. Then came the Dutch TT where Gilera’s Nello Pagani

won with Les Graham the runner-up, and Pagani setting the fastest lap.

After that came the Belgium GP at Spa where AJS team rider Bill Doran won after overtaking both Gileras, runner-up Arciso Artesiani and Moto Guzzi’s Enrico Lorenzetti, on the last corner of the last lap. Artesiani had set the fastest lap while Graham had retired from the race with a leaking fuel tank.

Next came the 398 km (245.7 mile) Ul ster GP which Graham won and again set the fastest lap. This performance made Les Graham the FIM’s first 500 cc world champion even though his top rival, Gil era’s Nello Pagani, would go on to win the last GP at Monza and set the fastest lap. Graham’s best three results earned him 30 points compared to Pagani’s best three total of 29.

In the 500 cc manufacturers’ champion ship AJS edged out Gilera for the title also by a single point thanks to Doran’s win. The 1949 crown would be the only GP championship for AJS, as it withdrew from GP competition after 1954.

Gilera went on to win six 500 cc rider and five manufacturer world champion ships before also retiring from GP compe tition in late 1957.

Conventionally aspirated GP machines would not match the horsepower output levels achieved by the blown 250s, 350s and 500s of 1938-39 until the late 1950s or early-to-mid 1960s. IM

Canadian retailer direCtory

island BMW - Victoria, BC Tel: (250) 474-2088

High road Vancouver - Vancouver, BC Tel: (604) 731-5505

High road langley - Langley, BC Tel: (778) 366-1999

Kelowna Motorrad - Kelowna, BC Tel: (250) 860-1111

argyll Motorrad - Edmonton, AB Tel: (780) 435-6811

Blackfoot Motorrad - Calgary, AB Tel: (403) 243-2636

european Motorrad - Saskatoon, SK Tel: (306) 934-3717

Headingley Sport Shop - Headingley, MB Tel: (204) 889-5377

BMW Motorrad Barrie - Barrie, ON Tel: (705) 881-1420

Budds’ Motorrad - Oakville, ON Tel: (905) 845-3577

BMW toronto - Toronto, ON Tel: (416) 623-4269

Maranello Motorrad - Woodbridge, ON Tel: (416) 238-7898

Wolf BMW - London, ON Tel: (519) 951-9482

ottawa Motorrad - Ottawa, ON Tel: (613) 731-9071

Gabriel BMW Moto - Montréal, QC Tel: (514) 712-7777

Moto Vanier - Québec, QC Tel: (418) 527-6907

estrie BMW - Sherbrooke, QC Tel: (819) 821-3595

Carrier BMW - Drummondville, QC Tel: (819) 395-2464

nadon BMW - St-Eustache, QC Tel: (450) 473-2381

rallye Motoplex - Dieppe, NB Tel: (506) 383-1022

avalon Motorrad - St John’s, NL Tel: (709) 726-6500

The spike-type cylinder head fins on the cylinder heads resulted in the E90 being dubbed the ‘Porcupine.’

40 YEARS OF ADVENTURE