Inside Motorcycles - Volume 25, Issue 05/06

Everything you need to have fun, nothing more.

All the essence of Ducati in a modern, lightweight, naked motorcycle. With its 937cc Testastretta engine, packed with technology, and nearly 40lbs lighter than the previous Monster, this latest incarnation of the Monster lives up to its moniker – Just Fun

European Model Shown

On the Cover: Brett McCormick and the winding roads along the coast of Spain. The perfect combination to test the latest M creation from BMW Motorrad: the M 1000 R. You can find Brett’s impression of this all-new motorcycle by turning to page 18.

Design: Dawn McClintock

BMW Motorrad Canada

Cover

Main Photo:

Bottom Photo: Ben Quinn

Introduced in 2022, the Harley-Davidson Nightster continues the evolution of the Sportster lineup. Sophia Vassiliadis’ review of this new liquid-cooled V-twin machine starts on page 70.

PHOTO BY BEN QUINN.

ZOOM

SEEING DOUBLE

Who better than a CSBK champion to put the all-new BMW M 1000 R to the test? Maybe two CSBK champs? Inside Motorcycles’ ace test rider and 2011 CSBK Pro Superbike Champion Brett McCormick was joined by the current and two-time CSBK champion Ben Young for a ride along the southern coast of Spain aboard the latest M creation from BMW Motorrad. Turn to page 18 to read Brett’s impression of the 2023 BMW M 1000 R. PHOTO COURTESY BMW MOTORRAD CANADA.

BY PATRICK LAMBIE

Passion

Sitting at the keyboard putting my thoughts for this column into written words, I am also running through a mental checklist for a planned 30-hour drive to southern California. That will get underway later today, as soon as this latest issue has been put to bed.

Looking at the snow falling outside the window in downtown Calgary, a visit to the sunny south is exciting in itself. Add in three days at Chuckwalla Raceway – complete with coaching from Jason Pridmore and his team of world-class instructors – and this adventure starts to approach ‘bucket list’ status.

While this seems like an everyday, normal trip to me, several of my non-riding friends – when hearing of this epic journey – are quick to vocalize their surprise that anyone would willingly sit in a truck with four other grown adults for a marathon drive pulling a 30-foot trailer up and over cold, icy mountain passes, and then through sweltering desert heat, all the while subsisting on a diet of gas stations snacks and greasy fast food, just to spend a few days on a racetrack.

My simple answer can be summarized in one word: passion. My wife may suggest that ‘obsession’ is a more accurate description. And others may even question my sanity. But they have never had the experience of hitting a perfect apex at a knee-dragging lean angle through a fast sweeper, so we will just agree to disagree.

Passion for motorcycling can take many forms. There are riders, builders, racers, adventurers and many more. There are also those who count on the motorcycle industry for their livelihood, and who we in turn count on to make sure our bikes are prepared for whatever we have in store for them.

Our relationship with these individuals and the companies they work for is one of the most critical, and yet fragile, in the world of motorcycling. Quite simply, there is a mutual dependence on one another. And if one party leaves the relationship, the other is liable to fail.

With this in mind, please take a moment to notice the companies with advertisements in this issue. These organizations are perfect examples of those that are supporting the motorcycle industry and I encourage you to support them, in turn, whenever possible.

Regarding ‘passion,’ how would you like to be part of the team at Inside Motorcycles? We currently have an opening in our sales department and are actively seeking a candidate who is passionate about motorcycles and the people who ride them, sell them, service them and help make the owners’ dreams a reality.

If you like challenges, have desire to work with people, a willingness to be actively involved in the local motorcycle culture and most of all, you like to have fun, please send us your resume to editor@ insidemotorcycles.com. You never know, this could be the start of a whole new chapter.

In the meantime, I need to go check if I packed an extra visor in my helmet bag. IM

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Harley-Davidson Unveils 2023 Lineup

Harley-Davidson took the covers off of their 2023 lineup headlined by a series of six limited edition models designed to celebrate the company’s 120th anniversary. In addition to the Ultra Limited, Tri Glide Ultra, Street Glide Special, Road Glide Special, Fat Boy 114 and Heritage Classic 114 Anniversary models, the Milwaukee-based manufacturer rolled out an all-new Road Glide 3 combining the frame-mounted Road Glide fairing onto a three-wheeled setup.

Harley-Davidson’s 2023 lineup includes a series of limited-edition 120th anniversary models.

Making its return the H-D lineup after a two-year absence, the Breakout gets a boost in power as it steps up to the 1,923 cc Milwaukee-Eight 117 V-twin engine. The company’s Sport lineup also gains a new sibling with the introduction of a new Special trim level for the Nightster. While the 2023 CVO lineup is currently limited to the CVO Road Glide Limited, based on previous years, additional models will likely be introduced during the season.

Visit www.harley-davidson.com/ca to experience the company’s complete 2023 lineup. IM

Surron Ultra Bee Coming to Canada

The Canadian market for electric off-road motorcycles is growing with the announcement that the 2023 Surron Ultra Bee will be available in Canadian dealerships by May of this year.

Powered by a permanent magnet synchronous motor and a 74V/55Ah lithium-ion battery pack, the Ultra Bee has a claimed maximum range of 140 kilometres and recharges from zero to 100 percent in four hours. Rider aids on the Ultra Bee include three selectable riding modes (Sport, Daily and Eco), traction control and a reverse gear.

Fully adjustable suspension, 19-inch wire-spoke wheels, 240 mm disc brakes and a light curb weight of 85 kg (187 lb) position the Ultra Bee as a true off-road capable motorcycle.

Canadian MSRP will be $7,999. Visit www.surron.ca for more details on the Ultra Bee and the complete Surron lineup. IM

Born in 1927, based in South of France, R AC E R s t r i v e s i n o n e t h i n g : c ra f t i n g exceptional gloves

PHOTO COURTESY OF HARLEY-DAVIDSON CANADA

Ducati Prepares for MotoE

The 2023 FIM Enel MotoE world championship will see Ducati installed as the official bike manufacturer of the series, supplying motorcycles to the 18 racers who will compete in the eight-round series.

With the V21L prototypes set for delivery in mid-February, Ducati’s involvement in this project represents a substantial commitment to both the MotoE program as well as the company’s move towards the development of production-based electric motorcycles as confirmed by Ducati CEO Claudio Domenicali:

“The start of production of the Ducati MotoE is a historic moment for our company, which with this project is thoroughly studying the technologies of the future for the world of motorcycling. It is an important area of experimentation, in which we are investing to build know-how, so that we will be ready when battery technology should allow the creation of an exciting electric road bike with the weight, performance and range that enthusiasts expect from a Ducati. We are therefore embarking on this new adventure with the aim of developing the people and skills within the company to shape what the character of a future Ducati electric road bike might be.“

Following testing at Spain’s Circuito de Jerez in early March and Circuit de Barcelona-Catalunya in April, the 2023 MotoE season will commence on May 13 as a support class at the French GP at LeMans. IM

Bridgestone CSBK adds Pro Twins Class for 2023

A new class featuring twin-cylinder motorcycles will be on the grid when the flag drops on the 2023 Bridgestone CSBK season. Operating as a potential stepping stone between the series’ Lightweight classes and Sport Bike and Superbike classes, the new Pro Twins class will initially be run in conjunction with the Liqui Moly Pro Sport Bike class at each of the five rounds of the 2023 Bridgestone CSBK season.

As at press time, Aprillia, Yamaha, Kawasaki and Suzuki have agreed to participate in the first season of the Pro Twins class with the possibility that other machinery will be considered during the season. For more information go to www.csbk.ca. IM

Canadian Motorcycle Sales Remain Strong in 2022

The Motorcycle and Moped Industry Council is reporting another solid year of motorcycle retail sales volumes in the Canadian market. While total motorcycle sales for the year of 66,132 units is down from the peak year of 2021, it remains level with 2020 and well above the levels experienced in the four preceding years.

Provincially Quebec (20,937 units sold) and Ontario (16,338 units sold) remain the two largest markets in the country followed by British Columbia (11,503 units sold) and Alberta (9,218 units sold). For more information visit www.mmica.ca. IM

Ben Young 2022 CSBK Pro Superbike Champion

BMW Limited Edition 100 Years Models

The R 32, BMW’s first motorcycle, was introduced in 1923, and it is only fitting that the company celebrates the century milestone with two limited edition models, each limited to 1,923 units.

Both the R nineT 100 Years and R 18 100 Years feature the high-gloss chrome surfaces combined with black paint and classic double pinstriping found on numerous iconic BMW models of the last century.

As with the original BMW model, the R nineT is powered by a two-cylinder boxer engine, with the modern 1,170 cc air/oil-cooled version producing 109 horsepower and 85 ft-lb of torque. The use of milled parts from the BMW Option 719 catalogue rounds out the nostalgic look of the R nineT 100 Years.

Already amongst the most unique models in the current BMW lineup, the R 18 receives an additional splash of class in its 100 Years trim, with the overall look complemented by numerous chrome components from BMW’s accessory line including handlebar fitting, gearshift and foot-brake levers, handlebar weights, mirrors, engine casing covers and more. The 100 Years model also takes advantage of modern features like Akrapovic exhaust silencers, adaptive turning headlamp, reverse assist, cruise control and heated grips.

Both models are now available with a $23,830 MSRP for the R nineT 100 Years and the R 18 100 Years retailing for $22,465. Visit www.bmw-motorrad.ca for more information. IM

Much like the issue you are currently reading, ten years ago at the beginning of 2013 the team at Inside Motorcycles introduced their selection for the motorcycle that would be awarded the title of Bike of the Year following a review of the models introduced in the previous year.

Old cover. New cover.

My Nov/Dec issue came today. I unwrapped it and discarded the plastic it came in, and thought I should suggest that they wrap it in paper instead. You can recycle paper, right? I should also tell them I enjoyed the electric BMW scooter article in the previous issue. Maybe if IM ran more electric motorcycle articles they could help pull a few of these young whippersnappers off their electric bicycles and push scooters and onto the big bikes!

But, alas, a glance at the new/old cover and the very first column I read says I’m probably in the minority. Oh well, I guess that’s motorcycling for you. Keep up the good work! Christopher Tindall, Calgary, AB

Hello Christopher, thanks for reaching out. Not sure if we can do much about the packaging of your issues, but we will definitely give it some thought. In the meantime, all of us at here at IM are anxiously following the development of alternate fuel sources and we look forward to continuing to bring our readers the latest news and information as these are implemented in the world of motorcycles; much like our attempts at a new cover design, some will succeed and others will be sent back to the drawing board. – Ed. IM

The 2012 Honda NC700 represented a unique choice for the Bike of the Year title. In a year that saw technological advancements, headlined by the Ducati Panigale 1198, electronics on the NC700 were limited to ABS and the bike’s parallel-twin engine produced less than 50 horsepower. Instead it was the significant initiative on the part of Honda targeted at the creation of an all-around motorcycle capable of attracting a new demographic to riding that delivered the Bike of the Year crown to the NC700. Curious to see what the Bike of the Year looks like ten years later? Turn to 32 to read about our choice for the 2022 winner.

The arrival of MOPAR as the title sponsor of the Canadian Superbike series was making headlines ten years ago. While 2023 sees the introduction of Bridgestone as the series’ main sponsor following MOPAR’s sudden departure prior to the start of the 2020 season, the on track action remains as intense as ever heading into a season that will see Ben Young defend his title against both the young gun Alex Dumas as well as the returning Jordan Szoke, who will look to add another CSBK Pro Superbike title to his collection, just like he did ten years ago. IM

The R nineT and R 18 100 Years models mark the anniversary of BMW’s original R 32 motorcycle. PHOTO COURTESY OF BMW MOTORRAD CANADA

Adventure and Off-Road for 2023

With the motorcycle industry basking in out-of-this-world sales volumes and revenues between 2020 and 2022, the manufacturers have had very little motivation to promote and advertise their products over the last two years. Humans with even an inkling for twowheeled motorized exploration, loosened their purse strings to get a respite from masks and vaccine passports and migrated to twisting the wrist in the great outdoors. Pair this new-found love of the outdoors with the supply chain disruptions due to the pandemic, and bikes and associated aftermarket parts/gear became in short supply at dealerships and online retailers. On top of that, to the chagrin of many moto enthusiasts, many of the OEM-supported motorcycle shows were cancelled for 2023, denying customers drooling over new bikes in person or trying on new gear together with thousands of their closest moto

friends. There is only so much we can do by scouring the internet forums for bike and gear reviews. But since there are only a few shows happening this year, why don’t we go over what is of interest in the off-road and adventure segment for 2023 and I’ll leave the street and road racing segments to way more qualified “roadie” IM staff.

The adventure market has been steadily increasing, with many manufacturers jumping in, albeit a bit late to the party, to compete with the staples of KTM, Husqvarna, Honda and Yamaha. For example, while Ducati has technically had an “adventure” bike in their lineup for years in the Multistrada, it doesn’t quite compare to the adventure bikes from the competition. Ducati finally saw the light and released a potentially potent offering, the DesertX in 2022. With the excellent reviews of the bike coming in steadily over the past year, in my opinion it is one of the bikes to ride and keep an eye on in 2023. Other new adventure models that have the keyboard warriors buzzing in 2023 are the return of the Honda Transalp XL750 since it last rolled off the assembly line in 2008 and the new 2023 Suzuki V-Strom 800DE. While Honda and Suzuki are no strangers to the adventure segment, with the former’s flagship Africa Twin dominating the headlines in the mid-2010s and the latter having a long bloodline of V-Stroms to keep it relevant in the world of dual sports and adventure bikes. We hope to ride the Transalp this year and will be testing the newest V-Strom middle child in February 2023 so keep your eyes peeled for our review in the upcoming issues.

And last but not least is the issue of the highly anticipated – and now hard-to-find for sale on the open market – Yamaha Ténéré 700. With the middleweight offering from Yamaha attracting a cult-like following since its release in 2021, the target demographic of more off-road-minded adventurers who do not want nor require every electronic gadget known to motorcycling are hoping for more inventory in 2023. I am one of them.

In the off-road segment, my loyalty to four-stroke machines has been slowly eroding over the last couple of years as I shy away from racing and get more into the hard enduro type and play-riding. After testing the 2022 Beta 300 RR featured in our last issue, I could not shake the feeling of seeing myself on a two-stroke in the near future. While 4T KTMs, Husabergs and Husqvarnas made up my garage stable exclusively over the past 13 or so years, I was never too drawn into the 2T KTM offerings until now. With the new 2023 KTM 300 TBI (throttle body injection) model for 2023 replacing the four-year-old KTM 300 TPI (transfer port injection) model, I am more than ever tempted to jump over to the dark side.

Although the last two years have been fantastic for the motorized industry, over the last six months or so, we have started to see some slowdown in demand. Increasing cost of living paired with inflation and subsequent interest rate hikes to combat said inflation, it appears some people have decreased their discretionary spending back to pre-pandemic levels. Gear companies are reporting lower sales with bikes following suit slowly. My prediction is that by the end of 2023, OEMs will once again see normalized sales volumes and the OEM supported motorcycle shows will return to the Canadian big city near you, with manufacturers trying to convince you to spend your disposable income on their newest offering while you kick its tires and make vroom vroom noises sitting on the bike with hundreds of your closest friend look at you in admiration. Let us hope. IM

THE LURE OF THE LIGHTWEIGHT TWO-STROKE 300 IS BECOMING IRRESISTIBLE.

PHOTO BY KATIE ANNE MACINNIS.

EXPECTATIONS EXPECTATIONS

Crazy Henri

Working at the Toronto Motorcycle Supershow in the new year of 2023 provided an unexpected surprise for me. It was early one morning before the show opened to the public as I was briskly walking to and from the show office when something caught my eye. It was a familiar yellow Sonic sticker on the side of the fuel tank of a black and red motorcycle. I stopped to read the blurb accompanying the bike when a flood of memories came rushing back.

My brothers and I were there in 1975 at the Niagara Gorge to witness a Bultaco Sherpa T prepared at my parents’ bike shop, Sonic Motorcycles, travel across the Niagara River on the Whirlpool Aero Car cable wire crossing the Niagara River from Canada to the US, and now I’m staring at the bike that made the trip – 48 years later.

The stunt was engineered by ‘Crazy’ Henri (that’s what my dad called him). Henri Rechatin was a career stuntman and tightrope performer from France who had made a name for himself by holding the world endurance record of 213 hours on a tightrope. In 1967 Henri made several proposals of stunts he wanted to perform at the Niagara

Falls to celebrate Canada’s centennial year that were all turned down by the Niagara Parks Commission.

Determined and undaunted, Henri returned to Canada in 1975, this time in secrecy. Henri travelled with his wife Janyck, also an acrobatic performer, and friend Franck Lucas, who was the 1967 French National MX 500 cc Champion and the Bultaco importer of France. With a stunt plan in place it was Franck who contacted my dad at Sonic Motorcycles selling the Bultaco brand at the time. Knowing my dad’s playful side, I’m sure it didn’t take too much convincing for him to agree that Sonic would provide the bike and the facility to prepare it.

My brothers and I vowed not tell anyone at school about the bike preparations even though we had no idea what Crazy Henri’s plan was. As a race shop of all genres of motorcycle competition and as kids working and hanging out at Sonic we were always exposed to interesting people; Henri was no exception. I remember he never sat in a chair or on a stool on all four legs, instead he would balance on the back two chair legs with ease as long as it took to eat his sandwich.

In the lead-up to the stunt our curiosity built as we saw the changes to the bike each day after school. It was fitted with metal brackets above and below the bike for the hanging platform below and the balance pipe above. Then the tires were removed from the rims and replaced with a split rubber hose. Our dad, Henri and his crew revealed nothing to my brothers and I for fear of word leaking out and the stunt shut down again. Finally, the day came. We knew something big

was going to happen when dad and mom woke us up at 3 a.m. to get in the car to go for the hour-and-a-half drive to Niagara Falls. What my brothers and I witnessed next after we arrived was beyond our imagination as young teenagers.

It was a cool morning and the sun was just beginning to rise revealing the Bultaco Sherpa T already balancing on the cable car wire. The Aero Car cable from cliff-edge to cliff-edge is approximately 540 metres long, suspended almost 61 metres high above the whirlpool. Janyck was sitting on a platform far beneath the bike, Franck was on the bike at the controls and Henri climbed up onto the metal frame over top of the bike to stand on a pipe with one foot in front of the other, holding a long balancing bar.

Then the press arrived. Several cars pulled into the parking area and soon the observation wall was packed with onlookers and cameras. Henri and his crew had launched. Henri stood balancing himself and the bike on the pipe above the bike, Franck drove the bike slowly as smoke puffed out of the exhaust, and Janyck climbed under the platform below to dangle on a strap by her neck! Acting as the keel on a sailboat or ballast I thought Janyck had the most important job. It was a death-defying feat.

At the half-way point Janyck decided to hang by her foot! I was transfixed on her. I remember thinking, why they don’t go a little quicker to get to the end? As they approached the US side, the cable was at an incline up to the loading and disembarking station for the car. The bike was unable to climb up the incline. Henri climbed down off the top and stood at the front of the bike then he walked up the cable with his balance bar leaving Franck and Janyck stranded behind. Arriving on the US side Henri was soon seen returning to the bike with a rope, which he tied off to the bike and the three were pulled to the station.

Harvey Bruce is the current owner of the bike displayed at the bike show. Thank you for the memories, Harvey! IM

THE WORLD ACCORDING TO M

2023 BMW M 1000 R

BY BRETT MCCORMICK

hen BMW calls, you answer. 2023 marks the 100-year anniversary for BMW building motorcycles, and they rarely come up short of impressive. Bikes have come a long way in the past century, and the new BMW M 1000 R is a testament to that – what a machine. I was lucky enough to spend a day testing this weapon in Spain on some of the best roads a man can find. We were hosted at a southeast piece of the Andalusia region, just outside the city Almeria. Beautiful roads along the coast, and we lucked out with perfect weather.

This was my first exposure to street riding for a bike review, so I wasn’t sure what to expect. The other journalists that rode the day before us had some words of wisdom when they were leaving the hotel and crossed paths with us. Definitely wear leathers, because the roads were epic and the pace was really quick. Oh boy. This seems like a recipe for disaster, especially with a couple guys in our group not far removed from the best superbike racing in the world, plus a special guest – we were treated to having current CSBK champion Ben Young tag along for BMW, and he is no slouch.

Getting familiar with the M 1000 R started Wednesday morning at the hotel, when we got the run down on the basics of the bike from a BMW engineer, who was part of the electronics team in developing the new bike. He showed us the ropes on the M 1000 R electronics, how to change all the riding modes and other small adjustments.

PHOTOS: BMW MOTORRAD CANADA

The M 1000 R is a blast. This naked “roadster” takes the S 1000 RR chassis and engine, then plugs in perfect ergonomics for street riding. Armed stock with some head turning highend components comes as no surprise for this BMW M model machine. Marzocchi front and rear suspension, M model Brembo caliper in the rear with M model Nissin calipers in the front, winglets to help add weight to the front end at speed, and can’t help but love the titanium Akrapovic slip on. If your heart desires more performance, you can order the M Competition model that includes carbon wheels and other trick bits.

The M 1000 R electronics package is set up with multiple riding modes to suit every riding scenario. Weighing in at 199 kg (439 lb), packing 205 horsepower and 83 ft-lb of torque, there is no shortage of opportunity to have some fun, especially if you’re comfortable to turn down the electronic aid.

The Rain mode that comes as a stock setup on the electronics package was a perfect place to start in the chilly morning, and the mode I used to get used to the bike’s chassis and ergonomics. The power delivery was really clean in this mode, dialed back enough but still a ton of fun. The rain mode felt like a 750 cc to me, torquey but not as crazy up top, which made it a friendly spot to get acquainted with the machine.

Sitting on the bike feels exactly as you would expect looking at it, a really comfortable riding position. With the motocross style handlebar mounted above the triple clamps it promotes an

upright position for your upper body which is great for street riding. A lot more control on slow tight roads, and it doesn’t hurt you in any of the faster zones. If you are looking to do 200 km/h on straight highways for six hours this might lack comfort compared to the S 1000 RR with clip-ons and a fairing, but if you’re mixing up your street riding this is a hard setup to beat. BMW nailed the riding position, and accommodating for a tall guy isn’t easy. If you’re not a tall guy, don’t worry: I didn’t hear Ben Young complain once about the ergonomics and he’s more on the typical rider size spectrum than myself.

One more thing to mention on the comfort of this bike, we rode from 9 a.m. to 5 p.m. with a few breaks – but my ass didn’t get sore at all. Most important piece of street riding is having a bike you can put long hours on to enjoy the trip without any soreness.

By the time late morning came, we were probably 150 km into our ride and I was feeling more confident on the M 1000 R. I jumped the riding mode up to Road mode. Not a massive step, but a noticeable increase in power. This engine is so awesome for the street, it has unreal grunt from 4,000 to 6,000 rpm. After 6,000 rpm if you stay in the throttle and grab gears it absolutely barks, and you’ll be impressed with how smooth the quick shifter is. No surprise considering this is the same powerplant as the S 1000 RR superbike. We had some fun on the street opening the bikes up, I won’t repeat the speeds I saw on the dash – you can use your imagination.

The all-new BMW M 1000 R brings performance to a street-focused roadster including (clockwise from above left) aerodynamic winglets, Akrapovic exhaust, full electronics package controlled through a 6.5-inch TFT display and, of course, the same engine as the championship winning S 1000 RR superbike.

The next jump up in riding mode is Dynamic, and then from there you can select the Race mode that is prebuilt in the electronics package aimed at track riding. Each mode has its own configuration of settings for the main electronics controls. Engine power mode, engine braking, traction control, wheelie control and then the Dynamic Damping Control that controls the electronic suspension rebound and compression. Preload is manually adjustable but having the damping adjustable electronically gives a lot of flexibility. The four modes from Rain to Race basically take the bike from being in a soft suspension and gentle power delivery with a lot of electronic aid to a stiffer chassis with more unlocked power delivery and less electronic aid. You can also build your own riding modes, which is such an awesome feature. You likely wouldn’t be bothered to build your own because the main four that the bike is set up with are well thought out, but I think it’s a benefit to have the ability.

The chassis on the M 1000 R is impressive, well balanced and the bike changes direction with ease. In the morning before I was comfortable on the bike I felt it was a little bit loose on the front end, almost like it didn’t have a steering damper, even with the adjustable steering damper cranked up all the way. This was just me adjusting to the ergonomics and how easy the bike steers with the wide bar. By the end of the day I had no complaints: the chassis was really planted in all scenarios, and when we found some fun curves in the afternoon and I ran the bike in Race mode the stiffened-up chassis came to life. I didn’t ride over my limits, but for going fairly hard on the street it was always ready for what I threw at it. I was comfortable to drag knee and get to 55 degrees of lean angle during our photo session, so that says everything you need to know about how well the bike works.

The other honourable mention are the M brakes, which leave nothing to be desired in the braking department. The front

brakes are monsters, and the ABS system on the bike is impressive. It’s come a long way in the past couple years and is much less noticeable, but still there doing its job. I found the stock rear sets to have the rear brake too hard to reach, but an easy fix if you get the M rear sets as an accessory for adjustability.

The dash on the M 1000 R is substantial, but still looks really clean on the front end of the bike. It’s a bonus to have a big clear display for street riding, and the options for different layouts should suit anyone’s taste. You can have an old-school, around-the-clock tach, or the newer style horizontal bar tach, and a few options in between.

Making changes to this and using the controls on the left side of the bar I found seamless, but I wasn’t impressed with the controls on the throttle side of the bike. This is the racer in me but having anything on the throttle side that’s important to make changes on mid-ride doesn’t make a lot of sense. The only two controls on the throttle side of the bar are for the heated grips, and the riding mode. They were just far enough away and up on the controls that getting to them while riding was a nightmare. I had a small whisky throttle at one point trying to turn the heated grips off and puckered a bit. Everything else is controlled from the left side of the bar, so there is a lot going on and I don’t know if BMW could have fit everything else over there – but I wish they would have tried. Small complaint but be prepared to pick your riding mode and heated grip setting from a stop or find a really straight stretch of road where you can look down and take your hand off the bar.

Highlight of the day was having an afternoon lunch at Almeria Circuit where we got to spin four laps on the track before eating in the BMW World Superbike hospitality unit. The M 1000 R impressed as much on track as it did on the street, with a great chassis and endless power even in a full knee dragging race mindset. Perfect machine for the track day enthusiast that wants to enjoy the street riding as much as the track! IM

2023 BMW M 1000 RR

PROS:

+ Top-shelf electronics

+ All-day comfortable ergonomics

CONS:

- Switches by the throttle

- Rear brake lever position

MSRP: Starting from $25,495

Colour: Light white/M Motorsport, Blackstorm metallic/M

Motorsport Engine: Liquid/oil-cooled inline fourcylinder

Displacement: 999 cc

Bore and Stroke: 80 mm x 49.7 mm

Compression Ratio: 13.3:1

Power: 205 hp @ 13,750 rpm

Torque: 83.5 ft-lb @ 11,100 rpm

Fuel Delivery: Electronic intake pipe injection

Final Drive: Chain

Weight: 199 kg (439 lb), wet

Transmission: Six-speed

Frame: Cast aluminum bridge-type frame, co-supporting engine

Wheelbase: 1,455 mm (57.3 in)

Seat Height: 828 mm (32.6 in)

Suspension (front): Inverted 45 mm fork, electronic self-adjusting DDC Dynamic Damping Control, spring preload, rebound and compression stages adjustable

Suspension (rear): Aluminum twin-sided swingarm, DDC Dynamic Damping Control (central shock absorber), adjustable spring preload, rebound and compression stages electronically adjustable

Tire (front): 120/70 ZR17

Tire (rear): 200/55 ZR17

Brakes (front): Dual 320 mm disc, 4-piston fixed caliper

Brakes (rear): Single 220 mm disc, 1-piston floating caliper

Fuel Capacity: 16.5 L

REMARKABLE VERSATILE COMFORT FOR

ALL

A NEW CKX CONCEPT HELMET ADVENTURE. ENDURO. ROAD.

YOUR JOURNEYS.

Quick configuration design, without tools, to ride instinctively from paved roads to forest trails.

This spring. Explore your territory. Ride at your own pace. Choose endless adventures.

Available this spring 2023.

Avventura! Avventura!

Ducati DesertX

BY JOHN SHARRARD PHOTOS BY BEN QUINN

When I first laid eyes on the DesertX at Ducati’s Canadian headquarters, I couldn’t contain my goofy smile. I hadn’t had a chance to google any images or info on the bike since getting the call from the Inside Motorcycles command central asking if I was interested in testing Ducati’s new open-class adventure bike, so its appearance was a pleasant shock.

Yes, I had seen scores of Multistradas come into our shop for set up or lowering, but I had never fallen in love with the model. The early ones were, ahem, a little visually challenged as Ducati tried to morph their amazing sport bike building ability into the adventure market, but the later versions became downright stunning in appearance. The Multistradas remained heavily biased towards the street though, with some gravel road capability. They offered Italian brand appeal to all those street riders that didn’t want to be folded up onto a pure sport bike, and who maybe wanted to venture off the pavement occasionally.

This DesertX I was looking at though, was way different. The adventure market is growing, with Yamaha’s Super Ténéré and Honda’s Africa Twin, along with similar models from Kawasaki and the others capturing some of the riders that didn’t fit the BMW GS mould. History has shown though, that most buyers are quite brand loyal and will prefer to stay with a manufacturer or dealer that they have had a successful relationship with. So, the release of the Ducati DesertX offered the Italian brand a dirt-focused, off-road capable bike for

their existing customer base, as well as another option for those looking outside of Germany or Japan for their next adventure bike.

Most adventure bike builders compromise their design as their engineers try to make it as good as they can on both the street and the dirt. The demands of these two terrains are so different that the bikes often become a weak Swiss Army knife that can pull off just about anything, but not do either very well. They usually turn out to be overweight mushy dirt bikes that work just okay on the street. This new Ducati is quite different. With a 21-inch front tire and 18-inch rear wheel and nearly 10 inches of ground clearance, make no mistake, this is an off-road bike first!

When Ducati showed a concept of the DesertX at the 2019 EICMA show they had seemed to focus their sights squarely on building a good off-road bike with high-quality componentry first, and realized that with enough power, gearing and the right tires it would be good on the street too! This strategy has really produced a winner in my opinion. Tick off all the boxes to make an excellent offroad bike, and if it has the legs and the fuel range it should be very good on the street too.

Ducati is very proud of the decision to focus this model as an off-road specific machine with its design routes traced back to the Dakar Rally. They have even released a line of clothing entitled the 21/18 Capsule, highlighting the dirt-biased wheel sizes in the branding, now that’s hard core.

With the DesertX, Ducati delivers a true off-road focused machine with a 21-inch front wheel (above left) and fully-adjustable KYB suspension (above left and centre) providing nine inches of travel and nearly 10 inches of ground clearance. The addition of a specifically tuned Testastretta 11 L-twin engine (above centre) adds to the bike’s overall off-road capabilities while the impossible-to-miss LED daytime running lights (above right) provide a reminder that function and style can co-exist.

Ducati paired with the Japanese suspension supplier KYB for the 46 mm front fork and oversize shock. KYB is known to produce some of the best off-road dampers used historically by Yamaha and Kawasaki and also supplying other brands with suspension when they want a premium offering. In keeping with the dirt theme, the travel is a staggering 230 mm in front and 220 mm in the rear which straddles the 9-inch mark, and is more than most adventure bikes. Both fork and shock are adjustable for compression, rebound and preload to correct the bike for various rider weights and support the ability to adjust the damping for different riding paces and terrains.

The DesertX sports Brembo monoblock radial mount calipers that offer amazing stopping power and one finger modulation in the single track. The monster 320 mm front rotors squeezed by the four-piston calipers are top drawer components on a modern Superbike, let alone a fairly light dirt bike. I was a little worried about the brakes being too grabby or too strong, but this concern of excess power was unfounded as I could accomplish tasks like holding the forks compressed in the single track dirt trails as I added throttle, with just one finger on the lever with no problem. Out back, perfect control is available over the 265 mm rotor with another Brembo caliper, this one a floating style with two outboard pistons. An opposed piston caliper is hard to pull off with the proximity of the spokes, but this system works great.

The seating position and handlebar position are intuitive and feel like a ‘dirt’ bike, working well for me while either seated or standing. The brake pedal has a quick adjustable toe pad that has a high and low setting to accommodate sitting/standing or a taller or shorter rider without getting out the tools.

One thing that kept striking me when riding was how narrow the bike felt (and is!), which is so important in an off-road bike for chassis control. A wide engine just stresses me and is always on my mind as I navigate trees and rocks, but this version of the 937 cc Testastretta 11 engine uses Ducati’s L format which places the cylinders one behind the other, keeping the engine as narrow as any single cylinder engine in a competition dirt bike. An ‘L’ engine, which can often run without a counterbalancer, is longer of course, which can cause handling and wheelbase limitations, but Ducati believes the payoffs are worth it for the engine in terms of packaging benefits to the fuel injection and fuel location, with benefits like smooth power delivery and enhanced tire grip. The ‘11’ designation has nothing to do with Stranger Things, but is referring to the cam timing, and its design goal of reduced valve overlap between the two exhaust and two intake valves per cylinder. A reduced valve overlap definitely costs the engine peak power at maximum rpm, but it also makes the engine very smooth, fuel efficient and moves the torque down to lower rpm, where you spend a lot of time off-road. Also boosting bottom end power is a very high 13.3:1 compression ratio, pointing to a very well ported and efficient combustion chamber, which is required to pull off a ratio that high on standard pump gas. This targeted engine design powers the Ducati to an honest 110 horsepower, which is modest for a litre class street bike, but more than enough for an off-road bike.

Torque though, at almost 70 ft-lb at 6,500 rpm is incredible even for a Superbike! This biasing of the numbers is proof that Ducati is building a killer off-road bike with this engine package, not a super sport track bike, which they have in spades on other pages in their brochure.

Becoming the norm these days, the throttle on the DesertX is ride-by-wire which uses the rider’s inputs at the grip to tell the ECU when and how quickly to open the 53 mm Bosch throttle bodies. This system is perfectly seamless to the rider, but gives Ducati the ability to manage the standards of air/fuel compensation, adjustable traction control (DTC), wheelie control (DWC), engine braking control (much different than anti-lock brakes), a quick shifter, cornering ABS, and cruise control. Selectable engine drive modes include Sport, Touring, Urban and Wet, and have preprogrammed parameters of the electronic settings above, with appropriately matched engine power levels for the street, while the two off-road modes (Enduro and Rally) have parameters geared for the dirt. These impressive options are all adjustable with the five-inch TFT colour display showing the drive modes, speed, rpm, trip and odometer settings that change priorities between the modes… very cool. The display is uniquely tall and narrow not unlike a smartphone, and stacks the information vertically to help when standing. The dash is also ready for integration with the optional Ducati Multimedia System that allows you to connect your smartphone via Bluetooth and activate turn-byturn navigation by receiving directions directly to the dashboard.

A rather unique safety feature on the bike is a rapid pulsing of the LED rear brake light activated under extreme braking force to really grab attention behind you in the event of an emergency stop. The headlights, tail light and turn signals are all LED for low power consumption and extreme visibility, further underlying the all-terrain, all-weather nature of the new Ducati.

In the saddle, the bike was an absolute pleasure to ride, allowing me to gain confidence and quickly adapt to the engine, brakes, riding position and controls. The bike seems intuitive after a very short time, giving the feeling that you have owned it for years. My only complaint with the bike, really wasn’t at all with the bike. As we had focused our testing entirely off-road, my only issue was with the tires. The rubber fitted from Ducati is a great choice for pavement with a gentle curved profile and deep grooves in the smooth carcass, which give good grip on pavement and predictable traction on gravel, with minimal to no vibration at higher speeds. On hard packed dirt however, the tires struggled for edge grip and spun easily on hard throttle. I didn’t get the chance to play with tire pressures, so I am sure I could have made a decent improvement by adjusting that for my terrain. The OEM supplied tires are an excellent choice for pavement and gravel riding, but if your adventures take you a little further off-road, options abound thanks to Ducati’s selection of the 18- and 21-inch rim sizes.

So, if you are lucky enough to get your name on one of these Ducati DesertX motorcycles, prepare to be amazed. You really will have one of the most advanced, capable adventure bikes on the planet, no matter where the off-road leads you! IM

2023 Ducati DesertX

PROS:

+ Narrow, well-balanced chassis + Amazing clutch and gearing for off-road

CONS:

- OEM stock tires look aggressive, but work best on-road

Suggested Retail:

Starting from $19,695

Colour:

Star White Silk, RR22 livery

Engine:

Liquid-cooled, L-twin

Displacement: 937 cc

Bore and Stroke: 94 x 67.5 mm

Compression Ratio: 13.3:1

Power: 110 hp @ 9,250 rpm

Torque: 68 ft-lb @ 6,500 rpm

Fuel Delivery:

Bosch electronic fuel injection system, 53 mm throttle bodies

Final Drive: Chain

Weight: 223 kg (492 lb), wet

Transmission:

Six-speed

Frame:

Tubular steel trellis frame

Wheelbase: 1,608 mm (63.3 in)

Seat Height: 875 mm (34.4 in)

Suspension (front): Fully adjustable KYB 46 mm inverted fork

Suspension (rear): Fully adjustable KYB monoshock

Tire (front): 21-inch

Tire (rear): 18-inch

Brakes (front): Dual semi-floating 320 mm discs, radial mount Brembo monoblock 4-piston calipers

Brakes (rear): 265 mm disc, floating Brembo 2-piston caliper

Fuel Capacity:

SHOWCASE ISSUE

Justlike every new year, the arrival of 2023 has been the subject of anticipation and, in some cases, speculation as to the models that will be arriving on showroom floors and vying for the attention of motorcycle consumers. Thanks to the growth of the motorcycle industry and new riders over the last couple of years, the number of enthusiasts awaiting the latest models is greater than ever.

Of course, 2023 also comes with its own set of challenges. While topics of global pandemics have hopefully been left in the rear-view mirror, supply chain issues continue to make their presence felt as they impact availability of new models as well as OEM and aftermarket parts and accessories.

While this current environment may come with pressure to make quick purchasing decisions in order to avoid being caught in a lengthy queue, as always it is critical to do your homework

up front and make sure that your new motorcycle, gear or accessory will be everything that you want and everything that you need.

Here at Inside Motorcycles, we are proud to play a part, no matter how small, in this process. Starting with this special Showcase Issue and continuing on with detailed reviews throughout the year as well as ongoing news and information via the www. insidemotorcycles.com website and social media channels, IM is your source of motorcycle news.

Whether this year brings a new – or new-to-you – motorcycle, updates to your gear or unique accessories to enhance your riding experience, we sincerely look forward to being part of your journey and hope you enjoy this special issue.

PATRICK LAMBIE EDITOR INSIDE MOTORCYCLES

TABLE OF CONTENTS

March 2023

Volume 25 Issue 06

32 2022 Bike of the Year

34 2023 New Model Showcase

46 Gear Showcase

54 Buyers’ Guide

PHOTO COURTESY OF HARLEY-DAVIDSON CANADA

WINNER

2022 BIKE OF THE YEAR

PHOTOS BY BEN QUINN, ANETT MESZAROS AND COURTESY OF DUCATI NORTH AMERICA AND ROYAL ENFIELD

YAMAHA MT-10 SP

Selecting a single motorcycle upon which to bestow the title of Bike of the Year is a daunting challenge that requires consideration of multiple elements. Sometimes, it is the introduction of new technology that allows one motorcycle to stand apart from the crowd. Other times, it may be a manufacturer’s initiative to step outside the norm to expand our vision of what makes a motorcycle or a willingness to create a motorcycle that eschews the latest and greatest tech in favour of attracting the elusive and must sought after new rider.

Of course, there is another consideration, and in the case of Inside Motorcycles’ 2022 Bike of the Year, it is quite simply a motorcycle that is enjoyable to ride and reminds us why we fell in love with life on two wheels in the first place.

While the Yamaha MT-10 – and its predecessor FZ1 – has been a fixture within the Yamaha lineup for years, the latest version of the company’s flagship Master of Torque ensures that it will retain its position on the wish list of motorcyclists everywhere. Along with a retuned and more efficient crossplane inline

four-cylinder engine, the latest generation MT-10 receives extensive upgrades to its electronics setup plus improved braking courtesy of a Brembo master cylinder. Jumping up to the SP trim adds the latest version of Ohlins showstopping electronic suspension which is the perfect companion to the CP4 engine and allows riders to easily select an appropriate setup whether their day involves a casual ride through the countryside or tearing it up at a track day.

Yamaha’s MT-10 was built for riders in search of the quintessential motorcycle experience and the 2022 model takes this to its next level and makes it Inside Motorcycles’ choice for Bike of the Year. IM

HONOURABLE MENTIONS

Even with supply chain issues limiting production and delivery of new models, there was a lot to be excited about in 2022 and selecting a bike of the year this time around was one of the most challenging tasks in recent memory. Here are just a few of the many motorcycles that were in the running for the 2022 crown.

DUCATI MULTISTRADA V4 PIKES PEAK

Industry-leading electronics, premium components from companies such as Brembo and Ohlins and of course a 170 horsepower, 92 ft-lb 1,158 cc V-four engine come together in a package that offers a perfect blending of performance and comfort all wrapped up in Italian design.

YAMAHA YZF-R7

Building a race-ready sport bike around their proven CP2 parallel-twin has created a no-nonsense track day machine that will make even the most devout Yamaha enthusiast forget about the R6. And it’s a lot easier on your wallet as well.

ROYAL ENFIELD 350 CLASSIC

“Everything you need and nothing that you don’t.” It’s that simple. As the motorcycle industry continues to search for ways to attract new riders, Royal Enfield’s approach to the 350 Classic provides a simple, straightforward entry to the world on two wheels, not to mention an undeniable cool factor.

HARLEY-DAVIDSON ST LINEUP

The success of the MotoAmerica King of the Baggers and the aftermarket trend towards performance V-twin machines isn’t lost on the Motor Co. from Milwaukee. With the introduction of three ST spec bikes for 2022, Harley-Davidson took a bold step forward while also confirming that they are listening to their customers.

KAWASAKI KLR650

Yes, we get it. You think it’s boring. But face it, the KLR has a loyal fan base that would be the envy of many rock bands. Add in the fact that it returned to the Kawasaki lineup in 2022 with fuel injection and the legend of this Swiss Army knife of the motorcycle world is set to grow and help bring the motorcycle industry along for the ride.

SHOWCASE

Every year, the turning of the calendar to January is accompanied by the arrival of new models on showroom floors, at motorcycle shows and, for the lucky, in garages across the country. As with previous years, 2023 has something new in store for enthusiasts of all types, whether your motorcycling ambitions are out on the open road, riding the trails or competing at the racetrack.

In order to provide a preview of what awaits us this year, we have compiled this feature of 23 for ‘23. We hope you enjoy it and look forward to bringing more detailed information and reviews as the year progresses.

DUCATI PANIGALE V4 R

Improvements found on the 2023 Ducati Panigale V4 R offer enthusiasts the opportunity to experience a motorcycle that is the closest yet to the machines the storied Italian manufacturer places on the grids of WorldSBK and MotoGP. Producing a claimed 207 horsepower in road-legal trim, Ducati advertises that use of the track-only racing exhaust and product-specific performance oil developed by Shell will elevate output from the new 998 cc Desmosedici Stradale R engine to 240.5 horsepower. Additional enhancements on the 2023 V4 R include gear ratios derived from World Superbike, revised power modes and refinements to the traction control and ride-by-wire throttle system.

MSRP: $52,995

Engine: Liquid-cooled, 90-degree V-four

Displacement: 998 cc

Weight: 193.5 kg (427 lb), wet

Seat Height: 850 mm (33.5 in)

Fuel Capacity: 17 L

2023

MSRP: $16,499

Engine: Liquid-cooled, parallel twin

Displacement: 889 cc

Weight: 196 kg (432 lb), dry

Seat Height: 880 mm (34.6 in)

Fuel Capacity: 20 L

Taking cues from KTM’s Dakar rally-winning 450 Rally, the 2023 890 Adventure R receives a series of updates targeted at improving offroad performance and versatility. In an effort to improve feedback while also reducing rider fatigue, the fully adjustable WP XPLOR fork and WP XPLOR rear shock have been retuned based on information garnered from the company’s factory racing efforts. The influence of the 450 Rally is also evident in the new fairing, fuel tank cowling and windshield, which have been redesigned to improve agility and protection from the elements. Next-generation ABS components add to the 2023 KTM 890 Adventure R’s handling and performance. Rounding out the extensive improvements implemented for 2023, an updated five-inch TFT display features revised graphics and improved menu navigation.

KTM 890 ADVENTURE R

KTM 890 Adventure R

2023 Ducati Panigale V4 R

2023 Harley-Davidson Street Glide

Special Anniversary

MSRP: $39,199

Engine: Air/oil-cooled V-twin

Displacement: 1,868 cc

Weight: 375 kg (826.7 lb), wet

Seat Height: 690 mm (27.2 in)

Fuel Capacity: 22.7 L

Described by the team at BMW Motorrad as “superbike meets dynamic roadster,” the 2023 M 1000 R is the second motorcycle to achieve the German manufacturer’s M badging. Designed around the same 999 cc inline four-cylinder engine from the M 1000 RR, with a claimed 205 horsepower and 280 km/h top speed the BMW M 1000 R has been optimized for the race track with revised ergonomics, full suite of electronic rider aids and winglets that are designed to provide aerodynamic downforce and maximum riding stability. The M-inspired livery is highlighted by carbon fibre components that are utilized throughout including carbon wheels leaving no doubt as to the position of this machine within the BMW Motorrad lineup.

MSRP: $25,495

Engine: Liquid/oil-cooled, inline four cylinder

HUSQVARNA

HARLEY-DAVIDSON STREET GLIDE SPECIAL ANNIVERSARY

One of six limited-edition Anniversary models unveiled by Harley-Davidson to mark the occasion of the company’s 120th anniversary in 2023, the Street Glide Special Anniversary features a classic twotone Heirloom Red paint scheme inspired by some of the earliest models produced by the Milwaukee-based manufacturer. An Art Deco eagle tank medallion, pin-striping, blacked-out 2-into-1-into-2 exhaust and Bronze Prodigy wheels round out the overall look. The Milwaukee-Eight 114 V-twin engine, Boom! Box GTS infotainment system and a full suite of rider safety enhancements are included as standard equipment.

Displacement: 999 cc

Weight: 199 kg (438.7 lb), wet

Seat Height: 828 mm (32.6 in)

Fuel Capacity: 16.5 L

TE 300 Heritage

MSRP: $12,649

Engine: Liquid-cooled, single-cylinder two-stroke

Displacement: 293.2 cc

Weight: 106.4 kg (234.6 lb), dry

Seat Height: 950 mm (37.4 in)

Husqvarna ushers in the new year with the series of Heritage models designed to pay tribute to the company’s history. Included amongst the limited-edition models is the Heritage version of the two-stroke TE 300 from the Husqvarna enduro lineup. Beneath the retro blue and white graphics, the TE 300 Heritage features the latest technology from Husqvarna centred around the fuel-injected 293 cc two-stroke engine. Other premium components include a chromium molybdenum steel frame and composite carbon fibre subframe, combined with fully adjustable WP suspension and high-strength alloy rims from Excel.

Fuel Capacity: 9 L

TE 300 HERITAGE

BMW M 1000 R

2023 BMW M 1000 R

2023 Husqvarna

2023 BIKE SHOWCASE

SUZUKI V-STROM 800DE

MSRP: $13,299

Engine: Liquid-cooled, parallel twin

Displacement: 776 cc

Weight: 230 kg (507 lb), wet

Seat Height: 855 mm (33.7 in)

Fuel Capacity: 20 L

Created to accommodate the rigours of urban commuting as well as weekend trips into the countryside, Yamaha’s XMAX 300 Sport Scooter is fully-updated for 2023. With all-new bodywork, the 2023 XMAX 300 features a new and unique look with improved safety thanks to the inclusion of highly visible lighting on the windscreen. A 4.2-inch TFT display is utilized for smartphone connectivity via the Y-connect app as well as Garmin-compatible navigation with the Garmin StreetCross app. A separate 3.2-inch LCD speedometer is located directly above the TFT display.

For 2023 Suzuki has moved to fill in the gap between their successful V-Strom 650 and 1050 models with an all-new middleweight model, the V-Strom 800. Featuring the longest travel and largest ground clearance of the V-Strom lineup, the 800DE has been created with a goal of maximum versatility on paved and gravel surfaces. With a focus on off-road capabilities, this new model rides on a 21-inch front wheel and 17-inch rear wheel setup, while the ride modes include a gravel setting which combines with the ability to shut off the rear-wheel ABS to provide the rider maximum control. Fully adjustable Showa suspension allows the rider to adjust for various surfaces and riding styles as well as the weight of a passenger or luggage. The V-Strom 800 is powered by Suzuki’s brand-new 776 cc parallel-twin engine and features a bidirectional quick shifter.

MSRP: $14,899

Engine: Liquid-cooled, single-cylinder

Displacement: 449 cc

Weight: 110 kg (243 lb), wet

Seat Height: 955 mm (37.6 in)

Fuel Capacity: 6.2 L

Featuring competition-level technology and components derived from the Kawasaki factory racing team, the 2023 KX450SR elevates the performance of the KX450 to an entirely new level. Fitted with a fully-adjustable premium Showa suspension setup, racers are able to adjust the responsiveness of the KX450SR to meet the requirements of different tracks and riding conditions. The engine’s ECU and digital fuel injection have been optimized to take advantage of the Pro Circuit TI-6 titanium exhaust system that is included as standard equipment on the 2023 KX450SR. Launch control is also included as standard equipment.

2023 Suzuki V-Strom 800DE

KAWASAKI KX450SR

2023 Kawasaki KX450SR

YAMAHA XMAX 300

MSRP: Starting at $12,995

Engine: Air-cooled, L-twin

Displacement: 803 cc

GASGAS ES 700

Weight: 185 kg (408 lb), wet

Seat Height: 795 mm (31.3 in)

Fuel Capacity: 13.5 L

When the ES 700 debuted in 2022, Canadian enthusiasts were left waiting for GasGas’ first ever dual sport machine as it was not available in our country. Fortunately, GasGas is heading onto North American streets in 2023 with the introduction of the ES 700 and its supermoto-focused SM 700 sibling, both of which will be available in Canada. Built around a 693 cc single-cylinder powerplant the ES 700 features ride-by-wire throttle with two selectable ride modes, up/ down quick shifter and lean sensitive traction control. Brembo brakes and lean sensitive ABS ensure rider safety on the street, while the Off-road mode includes ABS setting specific to non-asphalt riding. Similar to the traction control system, the ABS system can

DUCATI SCRAMBLER

Following its production in the 1960s and 1970s, Ducati revived the Scrambler brand at the 2014 Intermot motorcycle show and for 2023 the company has introduced the next generation of the “Land of Joy” lineup, with three distinct models built around a new 803 cc air-cooled L-twin engine. In addition to an updated frame, the introduction of ride-by-wire throttle technology with selectable ride modes and traction control, and lean-sensitive ABS the new Scrambler lineup features all LED lighting and a 4.3-inch colour TFT display. The Icon model features interchangeable tank covers, while the performance oriented Full Throttle version includes a Termignoni exhaust silencer and up/ down quick shifter (optional on the Icon and Nightshift models) as standard equipment. Rounding out the 2023 Scrambler lineup, the Nightshift features wire-spoke wheels and flat-shaped handlebar with bar-end mirrors.

2023 GasGas ES 700

MSRP: $13,699

Engine: Liquid-cooled,

Displacement: 692.7 cc

Weight: 146.5 kg (322.9 lb), dry

Seat Height: 935 mm (36.8 mm)

Fuel Capacity: 13.5 L

HARLEY-DAVIDSON BREAKOUT 117

The Breakout returns to the Harley-Davidson lineup for the 2023 model year with some major upgrades since its last appearance starting with the Milwaukee-Eight 117 V-Twin engine. In addition to Harley’s largest production motor, the Breakout features a high-performance Heavy Breather intake to attain maximum power output. A taller handlebar riser and reshaped seat combine to provide improved rider position and comfort, while the addition of cruise control as standard equipment will make it easier to cover long distances.

Displacement: 1,923 cc

Weight: 310 kg (683.4 lb)

MSRP: $26,549

Engine: Air/oil-cooled V-twin

Seat Height: 665 mm (26.2 in)

Fuel Capacity: 18.9 L

2023 Ducati Scrambler

2023 Harley-Davidson Breakout 117

2023 BIKE SHOWCASE

BMW

BMW’s boxer-powered sport tourer receives a series of upgrades for 2023 including the addition of multiple new standard features. BMW’s Dynamic Traction Control, ABS Pro and Dynamic Brake Control are now all included as standard equipment on the R 1250 RS. The introduction of the new ECO ride mode allows the rider to achieve maximum fuel efficiency and range. Other standard features include a 6.5-inch full-colour TFT display, LED headlight and signal lights, Hill Start Control, USB charging socket and a four-way mechanically adjustable windscreen.

2023 BMW R 1250 RS

MSRP: $18,295

Engine: Air/liquid-cooled two-cylinder boxer

Displacement: 1,254 cc

Weight: 243 kg (535.7 lb), wet

Seat Height: 819 mm (32.2 in)

Fuel Capacity: 18 L

DUCATI MULTISTRADA V4 RALLY

Ducati has expanded their Multistrada lineup with the introduction of the all-new 2023 V4 Rally model. Designed to travel maximum distance across various terrain without sacrificing rider or passenger comfort, this latest Multistrada V4 features a 30-litre fuel tank and roomier seating space. A Minimum Preload function allows riders to lower the bike when stopping or travelling at low speed, while the Easy Lift function utilizes the motorcycle’s suspension system to reduce the amount of effort required to lift the motorcycle off the sidestand. Ducati’s Travel and Radar package, which includes adaptive cruise control and blind spot detection, aluminum panniers, heated grips and seats, engine guard plate and black tubeless rims, is included as standard equipment on the all-new Multistrada V4 Rally.

Displacement: 1,158 cc

MSRP: $33,995

Engine: Liquid-cooled, 90-degree V-four

Weight: 260 kg (573 lb), wet

Seat Height: Adjustable 870-890 mm

Fuel Capacity: 30 L

2023 KTM SX-E 3

MSRP: $5,889

Engine: Air-cooled, 48 V-BLDC Motor

Displacement: N/A

Weight: 39.2 kg (86.4 lb)

Seat Height: Adjustable 600-555 mm (23.6-21.8 in)

Range: 2-hour average

The introduction of the all-new SX-E 3 reaffirms KTM’s focus on expanding both their appeal to younger riders as well as their e-bike lineup. Created as an entry-level motorcycle, the SX-E 3 incorporates the KTM SX-E 5’s chromium molybdenum frame, WP suspension and lightweight construction into a package suitable for smaller and younger riders. Featuring a lower-output version of the same permanent magnet electric motor found in the SX-E 5, the SX-E 3 provides an average of two hours riding time per charge, with a full charge from empty to full taking approximately 70 minutes when connected to any 110or 230-volt outlet. The SX-E 3 is fitted with 10-inch wheels and a manageable seat height of 600 mm (23.6 in), which can be reduced to 555 mm (21.8 in).

R 1250 RS

KTM SX-E 3

2023 Ducati Multistrada V4 Rally

2023 BIKE SHOWCASE

KAWASAKI KLX230 S

Originally introduced in 2020, the dual-sport KLX230 receives multiple updates for 2023 along with a new S version featuring a lower seat height. Revised ECU settings have been implemented with a goal of both reducing engine noise at idle as well as accommodating the requirements of different altitudes and temperatures. A new LED headlight and a KX-inspired front fender provide the 2023 KLX230 with an updated look. For riders in search of a more manageable reach to the ground, Kawasaki has introduced the KLX230 S for 2023 with an 830 mm seat height vs. the 885 mm of the base model.

2023 Kawasaki KLX230 S

MSRP: $5,749

Engine: Air-cooled, single-cylinder

Displacement: 233 cc

Weight: 134 kg (295 lb), wet

Seat Height: 830 mm (32.7 in)

Fuel Capacity: 7.5 L

The middleweight sibling of Yamaha’s Hyper Naked lineup features a range of upgrades for the 2023 model year. In addition to an all-new five-inch full-colour TFT display with selectable display modes, the 2023 Yamaha MT-07 offers smartphone connectivity via the free Yamaha Y-connect app, which allows riders to view incoming call, email and message notifications on the TFT display. In addition, the latest iteration of the MT-07 will be pre-wired for the optional quick shifter.

Engine: Liquid-cooled, inline

Weight: 183 kg (403 lb), wet

Seat Height: 805 mm (31.7 in)

CAN-AM RYKER RALLY

2023 Can-Am Ryker Rally

MSRP: $17,499

Engine: Liquid-cooled inline three-cylinder

Displacement: 900 cc

Weight: 303 kg (668 lb), dry

Seat Height: 676 mm (26.6 in)

With the introduction of the three-wheeled Spyder in 2007, Can-Am brought forward an alternative for individuals wanting the experience of riding a motorcycle with the additional stability of a third wheel. Following the success of multiple Spyder lineups, the company unveiled the lower cost Ryker lineup in 2019 including the Ryker Rally with off-road capabilities. Powered by a 900 cc Rotax engine, the Ryker Rally received upgraded suspension, wheel and exhaust for 2022, which is followed by the addition of multiple new options for colours in 2023.

Fuel Capacity: 20 L

YAMAHA MT-07

Dewildt Marine & Powersports 450 Lake Ave N Hamilton, ON 1-888-656-7570 dewildtmarine.com

Markham Outdoor Power 9441 Markham Rd Unit 13 Markham, ON 905-294-2355

markhamoutdoorpower.com

Dewildt Marine & Powersports 1300 Highway 7 East Peterborough, ON 1-844-291-6330 dewildtmarine.com

KW Honda 465 Conestogo Rd. Waterloo, ON 519-746-7900 kwhonda.com

GP Bikes 1100 Champlain Court Whitby, ON 866-475-7111 gpbikes.com

Larry’s Small Engines 286270 County Road 10 Mono, ON 519-941-1517 larryssmallengines.ca

2023 BIKE SHOWCASE

KTM 1290 SUPER DUKE R EVO

KTM’s position in the naked sport bike segment is without question, and the company’s flagship 1290 Super Duke EVO is the benchmark against which all others are measured. Following a major update in 2020, the addition of WP’s semi active suspension setup in 2022 further enhanced the 1290’s abilities on both the street and the track. The 1,301 cc LC8 V-twin is capable of responding to the rider’s inputs via the ride-bywire throttle system, which includes selectable ride modes, wheelie control and lean sensitive traction control. In addition to cornering ABS, riders can engage Supermoto ABS, which disengages the regular ABS system and also accommodates rear wheel lock-ups and lifting.

2023 KTM 1290

Super Duke R EVO

MSRP: $21,499

Engine: Liquid-cooled, V-twin

Displacement: 1,301 cc

Weight: 200 kg (440.9 lb), dry

Seat Height: 835 mm (32.8 in)

Fuel Capacity: 16 L

HUSQVARNA NORDEN 901

Moving from the concept that was introduced at the 2019 EICMA show to a production motorcycle, the Husqvarna Norden 901 was one of the most anticipated arrivals of the 2022 model year. Moving into its sophomore year, Husqvarna’s new adventure traveller remains largely unchanged, retaining its rally-inspired looks and focus on off-road capabilities. The double overhead cam, liquid-cooled, 889 cc parallel twin continues as the powerplant, however for 2023 the Norden 901 receives updated ride modes, which sees a Rain mode replacing the Urban mode from the 2022 model to join the existing Street and Off-road modes as well as the optional Explorer mode.

2023 Husqvarna Norden 901

MSRP: $15,699

Engine: Liquid-cooled, parallel twin

Displacement: 889 cc

Weight: 204 kg (449.7 lb), dry

Seat Height: 854 mm (33.6 in)

Fuel Capacity: 19 L

In a first for Harley-Davidson, the brand-new Road Glide 3 combines a frame mounted Road Glide fairing with a threewheeled trike. Powered by a Milwaukee-Eight 114 V-twin engine, the Road Glide 3 includes electric reverse as well as a full rider-assist package including cornering enhanced ABS, traction control and drag torque slip control system. In addition to the wind and element protection offered by the fairing, travellers will benefit from the weatherproof rear trunk as well as the Boom!

Box GTS infotainment system which is accessed through a 6.5-inch TFT touch screen and also includes a navigation system.

2023 Harley-Davidson Road Glide 3

MSRP: $41,899

Engine: Air/oil-cooled V-twin

Displacement: 1,868 cc

Weight: 527 kg (1,162 lb)

Seat Height: 700 mm (27.6 in)

Fuel Capacity: 22.7 L

HARLEY-DAVIDSON ROAD GLIDE 3

Go Ride. Everything else can wait.

It’s surprising how much can be done when time is of the essence. All that’s needed is a little reboot. Take the ride – the rest will be there when you

get back.

373 cc 335 lbs WP APEX Suspension

2023 BIKE SHOWCASE

BMW R NINET 100 YEARS

2023

MSRP: $23,830

Engine: Air/oil-cooled two-cylinder boxer engine

Displacement: 1,170 cc

Weight: 221 kg (487.2 lb), wet

Seat Height: 805 mm (31.7 in)

Fuel Capacity: 18 L

The 2023 Yamaha YZ450F is new from the ground up, starting with its redesigned 450 cc liquid-cooled single-cylinder engine, which features increased power across the powerband and a higher redline for more top end power. An all-new bilateral beam frame has been designed to provide an optimum balance of flexibility and strength, while the KYB front fork now features tool-less compression adjustment. Traction control and launch systems have both been re-engineered and are controlled through the updated Yamaha Power Tuner app.

2023 Yamaha YZ450F

MSRP: $11,799

Engine: Liquid-cooled, single-cylinder

Displacement: 450 cc

Weight: 109 kg (240 lb), wet

Seat Height: 965 mm (38 in)

Fuel Capacity: 6.2 L

Celebrating the 100th anniversary of the iconic BMW R 32, the limited-edition BMW R nineT 100 Years recognizes the century of innovation since the company’s first motorcycle was introduced. In paying tribute to this impressive milestone, the R nineT 100 Years combines design elements from the brand’s rich history with modern technology and functionality. At its heart the 109-horsepower air/oilcooled engine represents the latest evolution of the boxer engine that has become synonymous with the BMW Motorrad brand. In addition to a compact fuel tank and upright seating position, the R nineT 100 Years draws further inspiration from the past with the combination of black paint, chrome and double white pinstriping.

2023

MSRP: $32,599

Engine: liquid-cooled, inline four-cylinder

Displacement: 998 cc

Weight: 268 kg (591 lb), wet

Seat Height: 835 mm (32.9 in)

Fuel Capacity: 19 L

The pinnacle of Kawasaki’s sport touring lineup, the Ninja H2 SX SE, continues to incorporate the latest technology into an already overflowing list of features. Following a major revamp for the 2022 model year, which saw the addition of Skyhook electronic suspension as well as adaptive cruise control, blind spot monitoring and front collision warning, 2023 sees the addition of auto high beam to Kawasaki’s supercharged sport tourer. Utilizing a camera sensor to determine the brightness of vehicles ahead, the auto high beam system will automatically turn the high beams on or off.

BMW R nineT 100 Years

KAWASAKI NINJA H2 SX SE

Kawasaki Ninja H2 SX SE

YAMAHA YZ450F

© 2022 BMW Motorrad Canada. “BMW”, the “BMW Logo”, all BMW model designations and all other related marks, images and symbols are the exclusive properties and/or trademarks of BMW AG, used under licence.

2023 GEAR GUIDE

Shoei’s lightest and most compact Snell approved full-face helmet model, the RF-1400 has evolved the pursuit of perfection to the next level. The Shoei RF-1400 features six air intake vents and four exhaust outlets. The shield protects from 99 percent of the sun’s damaging UV rays. Constructed using four shell sizes, the RF-1400 is available in sizes XS to 3XL and comes with a five-year warranty.

Further information: www.motovan.com.

All new for 2023 the Leatt 4.5 HydraDri jacket is developed for the wettest of rides in the worst of conditions with a three-layer waterproof and breathable membrane that is bonded to the inside of the jacket. Other features include five storage pockets with YKK zippers, and adjustment in the waist, neck and wrist. The tailored waist-length fit is designed to work with or without body armour, and the collar can accommodate a Leatt neck brace. Available in sizes S to 5XL.

Further information: www.kimpex.com

HUSQVARNA HORIZON GLOVES

Designed to meet the rigours of racing, these top quality gloves are constructed of leather with protection on the heel of the hand as well as fingers and knuckles. In the event of a crash, additional protection is provided by the use of double material on the areas at risk. Hook and loop fastener on the wrist is included to keep the gloves securely in place. Available in sizes S to XXL.

Further information:

www.husqvarna-motorcycles.com/en-ca

MSRP: $154.80

SHOEI RF-1400 HELMET

MSRP: FROM $799.99

LEATT MOTO 4.5 HYDRADRI JACKET

STARTING FROM MSRP: $429.99

HARLEY-DAVIDSON 120TH AMALGAM TRIPLE VENT RIDING JACKET

Featuring custom 120th anniversary branding and Harley-Davidson’s patented triple vent system, the Amalgam jacket is both stylish and practical. Built with heavyweight cowhide leather and polyester mesh lining, the Amalgam features adjustable waist snaps, zipper cuffs, two way front zipper and armour pockets for CE-certified D30 Ghost armour at the elbows and shoulders as well as a pocket for a back protector. Four zippered exterior pockets plus a stash pocket and additional zippered pocket inside provide ample storage. Available in sizes S to 5XL.

Further information: www.harley-davidson.com/ca.

MOLECULE HELMET CARE KIT

Keeping your equipment clean is essential to maximize your performance. With the Molecule Helmet Care Kit, you now have the ability to quickly and easily keep all surfaces of your helmet clean. Glossy and Matte Care Kits available.

Further information: www.motovan.com.

MSRP: $718.00

MSRP: $39.99

2023 GEAR GUIDE

KTM ADV R V2 JACKET

Focused on the versatility and safety required by even the most extreme adventure riding, the KTM ADV R V2 jacket is constructed with abrasion- and tear-resistant polyamide with a removable waterproof liner and mesh lining throughout. The jacket features multiple pockets including a concealed, waterproof document pocket and a large back pocket with storage space as well as bag and tube guide to accommodate hydration systems. Removable CE Level 2 shoulder and elbow protection as well as reflective details keep the rider safe while a large ventilation area is incorporated in the chest area to ensure comfort in all temperatures. Available in sizes S to 3XL.

Further information: www.ktm.com/en-ca.

ARAI CONTOUR-X HELMET

Unveiled just in time for the 2023 riding season, the brand-new Contour-X helmet from Aria represents a melding of technology utilized in the company’s flagship road race focused Corsair-X with the comfort and styling required by the long distances covered by sport touring enthusiasts. New for Aria, the company logo on the front of the helmet is now raised and functions as an additional air duct improving air flow, especially at low speeds. The helmet’s outer shell has also been contoured to accommodate the use of exterior communication systems while a neck roll wire pocket is included to accommodate excess wiring from installation of internal speakers. Available in sizes XS to XXL.

Further information: www.araiamericas.com

SW-MOTECH SYSBAG WP

With the new edition of the SysBag family, SW-Motech is pursuing a clear goal: the development of soft luggage that meets the highest demands and at the same time defies all unpredictable resistance. Thanks to the careful selection of materials and elaborate workmanship, all SysBag WP models are waterproof and very robust. Available in three sizes.

Further information: www.motovan.com.

MSRP: $327.99 TO $539.99

MSRP: $449.99

MSRP: $TBD

2023 GEAR GUIDE

CKX ATLAS MOTORCYCLE HELMET

Imagined and created by the CKX team, the Atlas is the first helmet entirely dedicated to the adventure motorcycle enthusiast. Right in line with its winter counterparts, the Titan and Mission helmets, the Atlas offers remarkable comfort and unique features. Thanks in part to its pivoting and removable muzzle, its multi-position extendable peak, as well as its interchangeable panoramic shield for 210º goggles, the Atlas can be configured quickly, without tools, to accommodate the rider’s preferences. Available in sizes XS to 3XL.

Further information: www.kimpex.com.

MSRP: $449.99

RACER RONIN GLOVES

Drawing on experience gained since the company started in 1927, Racer offers a complete line of motorcycle gloves and is now available in Canada. Included in their lineup is the street-focused Ronin glove, which draws design inspiration from samurai armour. D3O pads on the knuckles provide maximum protection while the use of 3D mesh and goat leather make the Ronin gloves comfortable for long rides. Available in sizes S to XXXL.

Further information: www.racer1927.com/en.

HARLEY-DAVIDSON LONG-HAUL PACKAGE

Head for the horizon, with everything you need to convert a Street Glide, Road Glide or Road King model into a cross-country touring bike, with a seat and grips ready for any climate, the ability to quickly add luggage capacity and more with the LongHaul Custom Package from H-D™ Genuine Parts & Accessories. Includes: H-D Detachables Two-Up Tour-Pak Mounting Rack and docking hardware, Mid-Frame Air Deflectors, Harley Hammock Heated & Cooled Seat, Heated Hand Grips, Heel Shifter, and an Electrical Connection Kit.

Further information: www.harley-davidson.com/ca.

MSRP: $2,597.95

MSRP: $TBD

IN SINTERED BRAKING TECHNOLOGY

2023 GEAR GUIDE

OLYMPIA SEATTLE JACKET

The Seattle features a waterproof double layer system. The outer shell is constructed in 600D and 500D Ripstop and includes Powertector hex-pro shoulder and elbow CE Level 2 pads. A comfort neoprene framed collar features custom fit detailing at collar, cuffs, forearms and waist. The Seattle also features multiple storage pockets, an interior cell phone pocket, YKK zippers and 3M Scotchlite reflective tape at front, sides and back. Two colourways: black and north grey. Available in sizes S to 4XL.

Further information: www.motovan.com.

MSRP: $469.99

Versatility defines the Zenith full face helmet. Suitable for every type of riding and all riding surfaces, it incorporates the best characteristics from the sport and touring worlds. The aerodynamic shapes developed with the best engineers in the industry are optimized for ideal air penetration in any riding position, making this solution perfect for riders who want the freedom to select their own riding styles, without compromise. The Zox Zenith also features an advanced EPS liner, internal sun visor SVS and upper air vents. Available in sizes XS to XXXL.

Further information: www.motovan.com.

DUCATI SMART VEST

Offering an added level of safety, the Ducati Smart Vest can be worn over or under the rider’s jacket. The standalone system does not require cables or any connection to bike and relies on a state-of-the-art system with sensors that monitor and process data 1,000 times per second and will activate the air bag in the event of sliding, high-siding or impact with an object. The Ducati Smart Vest is waterproof and utilizes a Dainese-patented air bag constructed with a micro filament structure to ensure consistent and controlled inflation. Available in sizes XS to XXL.

Further information: www.ducati.com/ca.

MSRP: $999.00

ZOX ZENITH HELMET

MSRP: $189.99

WILDER ADVENTURES AWAIT

Take on bigger adventures with the new KTM 890 ADVENTURE. With a fine balance of long-distance comfort, excellent offroad ability, lightweight agility, and ride-enhancing tech, you can confidently charge off in search of more distant horizons.

#DARE2ADV

FIND OUT MORE AT KTM.COM/TRAVEL

WALRIDGE MOTORS / IKON SUSPENSION

See our ad on page 82

Info: www.walridge.com or 519-227-4923 Location: 33988 Denfield Rd, Lucan, ON

Walridge Motors Limited is proud to announce that they have been appointed Canadian distributors for the high-quality Australian made IKON Shock Absorbers.

While Walridge is primarily a classic British bike parts supplier, having been in business for 35 years, they can also supply Ikon Shocks and Progressive Fork Springs for most makes.

The range starts with the Basix type, with progressive springs and three position preload settings.

The most popular are the 7610 type, which also incorporate a fourr-position Dial-aRide damping adjustment. Springs and bodies can be black and/or chrome and there are also the 7614 type which are gas pressurised and are supplied with lightweight aluminum bodies. Monoshocks are also available and all Ikon Shocks are rebuildable and revalvable.

For more information contact Walridge Motors Limited at sales@walridge.com or telephone (519)227-4923.

GP BIKES

See our ad on page 17

Info: 866-475-7111 or www.gpbikes.com

Location: 1100 Champlain Court, Whitby, ON

GP Bikes’ journey began in the year 2000 with five used motorcycles, a 1,200 square foot facility in Ajax, ON, one employee and a dream. While aiming to provide a well-rounded motorcycle dealership, GP Bikes underwent four renovations until the capacity of their small, strip-mall location just wasn’t enough. In 2011, GP Bikes moved to a 24,000 square foot mega-store in Whitby, ON and didn’t stop there. They then added another 6,000 square feet to their service department and showroom to serve their customers better. After that, expansion efforts moved online as they overhauled their website and added to their online catalogue in an effort to serve powersports enthusiasts across Canada. Their premium brand lineup has grown to include Ducati, Triumph, KTM, Honda, Husqvarna and GasGas. Their apparel, parts and accessory offerings now include not only motorcycle items but also snowmobile, ATV/ UTV and even marine goods.

In 2023, GP Bikes is excited to expand once again, adding another 7,000 square feet to the front of the dealership. They look forward to using this space to house more premium brands to serve the motorcycle community in an even better way!

“Over the years, GP Bikes has grown from one employee to over 60 enthusiastic team members, excited to serve and discuss our shared powersports passion with you. We have built many friendships and truly appreciate that you have trusted our team members time and time again, to prepare you for the open road, race track, or trail.” said GP Bikes President Jerry Ordanis.

“I would like to personally thank my amazing team and you, our customers, for making GP Bikes a success. My desire is to continue to extend my appreciation to you with every encounter you have with us. Thank you for making GP Bikes your powersports authority.”

DP BRAKES

See our ads on pages 11, 47 and 81

Info: www.dp-brakes.com

A worldwide supplier of market-leading brakes and clutches for all brands of motorcycle, scooter, snowmobile and mountain bike, DP Brakes has been the leader in sintered brake pad technology since 1970.

Today more than 95 percent of all new motorcycles and ATVs roll off the assembly line with sintered metal brake pads as original equipment. As the only aftermarket manufacturer focusing exclusively on developing and producing sintered metal brake pads, DP Brakes is unique in the industry. Both as replacements and performance upgrades for O.E. sintered metal brake pads, DP Brakes’ complete product line offers fitments for every riding application, including racing, sport, touring, cruising, off-road and ATV.

For further information, visit dp-brakes.com.

CALGARY HARLEY-DAVIDSON

See our ad on pages 4 and 5

Info: 403-250-3141 or www.calgaryharleydavidson.ca

Location: 2475 Pegasus Road NE, Calgary, AB

Calgary Harley-Davidson is proud to serve Calgary and surrounding area with new and used Harley-Davidson motorcycles and is proud to be a motorcycle leader in Alberta. With strong leadership, experienced management, and professional customer focused staff, Calgary Harley-Davidson is pleased to have the opportunity to understand and guide you during your purchase experience. If you would like financing options and you are in the market to purchase a new or used Harley-Davidson motorcycle, we will provide assistance to help you find financing options that fit your needs! Calgary Harley-Davidson also provides a full line of services dedicated to our Alberta customers. Require a quick service? No problem! We offer while-you -wait services for all repairs under two hours on a first-come firstserved basis, with no appointment necessary. From our factory trained technicians to our experienced and knowledgeable parts staff, Calgary Harley-Davidson is the only choice for your Harley-Davidson needs.

Looking for a one-of-a-kind custom creation? Since 2012, CHD Customs has been turning dreams into reality, building award winning custom motorcycles that are sure to exceed every expectation. Partnered with industry leaders to deliver the most complete build, CHD Customs has gathered the best team from across Canada, with over 30 years of performance and custom bike building experience. “You dream it. We build it.”

As part of a complete family of dealerships, Calgary Harley-Davidson also invites you to visit Durham Harley-Davidson (www. durhamhd.com) in Oshawa, ON as well as Banff Harley-Davidson (www.bhdclothing.com). Visit www.calgaryharleydavidson.ca or stop by our convenient location at 2475 Pegasus Road, NE in Calgary to join the Calgary Harley-Davidson family.

INSIDE MOTORCYCLES

Info: www.insidemotorcycles.com

Since 1998, Inside Motorcycles has been entertaining and informing Canadian motorcycle enthusiasts with an eclectic mix of articles, reports and features including new model tests, touring stories, adventure rides, product reviews, race coverage, industry news and tech articles. Inside Motorcycles is available in digital form to fit your smartphone or tablet and breaking news can be found at www. insidemotorcycles.com. To subscribe or renew, visit www.insidemotorcycles. mysub.ca or call 877-547-2246 to speak to a live customer service representative.

Born in 1927, based in South of France, R AC E R s t r i v e s i n o n e t h i n g : c ra f t i n g exceptional gloves

WOODY’S CYCLES

See our ads on page 83

Info: 613-267-6861 or www.woodys-cycles.com

Location: 1542 Concession #5, Tay Valley Township, Perth, ON

Since 1978 David Percival (a.k.a. Woody) has operated Woody’s Cycles from their location just outside Perth, ON. Offering new and pre-owned motorcycles, Woody’s is Canada’s senior KTM dealership as well as a Beta dealership. With a complete range of services for all makes and models of motorcycles, the factory certified technicians at Woody’s are ready to look after your prized possession whether it needs a basic oil change, a complete engine rebuild or anything in between. In addition to OEM parts and accessories, Woody’s has an extensive inventory of used parts and offers mail order service for most parts. Visit www.woodys-cycles.com for more information.

RIDER TRAINING INSTITUTE

See our ad on page 82

Info: www.ridertraining.ca or 416-516-6151

Location: 30 Duncan Street #203, Toronto, ON

A mic, a bike and a hefty fine…

By Michel Mersereau, Senior Instructor, Rider Training Institute

Regardless of which side of the proverbial “loud pipes” fence you sit on, most riders are keenly aware that municipal governments across Canada have been taking bold steps to clamp down on excessive noise from motorcycles. In Southwestern Ontario, for example, Hamilton, Ottawa, Windsor, Halton and Peel Region have all enacted seasonal enforcement blitzes. These initiatives typically see local bylaw enforcement and police set up “catch zones” where decibel (dBA) checks are conducted. For the most part these are stationary-idling tests and, for now, the set fine for bikes that exceed 92 decibels (that’s the provincial and federal limit for noise from a stationary motorcycle) is $110 in Ontario. In 2019 the City of Toronto amended its noise bylaw to target motorcycles by including the 92 decibel limit, and giving city bylaw enforcement the power to issue fines to riders (other motor vehicles were not specified in the amendment). Since then, and between October 2019 and March 2022, Toronto Police alone handed out 1,730 tickets and 487 warnings.

Coming out of the relative traffic calm that accompanied the pandemic lockdown, however, local governments have seen an even greater surge in motor vehicle related noise complaints, particularly those involving bikes. While there are still limits on what local bylaw enforcement can do on its own (they are not empowered to pull over a moving vehicle), municipalities are ramping up their efforts to clamp down on excessive noise. In May 2022 a marathon debate took place at Toronto City Council on the issue of vehicle noise. Motorcycles were front and centre in drawing the ire of city councillors, the mayor and the public in general. The formal recommendations adopted by City Council included a request that the Ministry of Transportation increase the fine for exceeding the 92 decibel limit from $110 to $500, and that the penalty also include three demerit points; these measures have been similarly proposed by other municipalities. City Council also wants to equip local police with sound level meters that will enable enforcement of vehicles while stationary and at speed. Additionally, city staff will be examining and reporting back on the use of automated noise enforcement (similar to red light cameras) to enhance their capabilities in enforcing noise bylaws.

While it remains to be seen whether or not the provincial government will take up the request for increasing penalties, a growing chorus of municipal governments calling for the same changes stands a decent chance of tipping the scales. Keep in mind that the province does have the authority to set noise level limits independent of those established by the federal government in the Motor Vehicle Safety Act (what the existing noise limits reflect). The other proposals on the table, automated noise enforcement and equipping police with sound level meters, are not only possible, but very likely in the near future. Now, I’m not preaching to anyone about whether or not they should install loud pipes on their bikes, but with more and more scrutiny being placed on riders (especially in urban areas), you may want to consider, or at least be prepared for, the extra hit to your wallet that may go along with that slick, unbaffled exhaust that you’ve been eyeing. IM

Let’s Ride

Penticton, BC is the perfect hub for a variety of short, medium and full-day rides. In the South Okanagan region of British Columbia, we have some of the best and varied riding opportunities anywhere! From scenic paved roads to well-maintained dirt roads, you can plan a spring ride just for you!

The new Multistrada V4 S is designed to perform on any road you point it at with legendary Ducati power and style.

Lightweight and compact with a new class-leading 170 HP V4 Granturismo engine for an exhilarating ride on mixed terrain. Ready for long journeys thanks to 15,000km oil and 60,000km service intervals all while staying comfortable on the fully electronic, adaptable suspension and rider assistance radar-system

TIME TRAVELLING

Lacombe, Alberta I

BY PATRICK LAMBIE

Some of the most frustrating conversations can start with the question of “Where do you want to go?”

Picture sitting around with your usual riding group, trying to figure out a day trip to somewhere that no one has already been. If you live in Alberta, odds are that locations like Drumheller, Banff, Elk Island National Park, Jasper and many more have long been crossed off the list by one or more of the group; and likely multiple times. In this case the challenge of finding a new destination may require looking beyond the tried and true. The good news is that beyond its marquee players, Alberta is literally full of villages, towns and cities that are overflowing with character and history.

A similar conversation played out last fall between my brother-in-law Mitch and myself during our discussion about a day trip from Calgary, AB north to Lacombe. In this case we had already selected the destination after reading about this historic city of just over 13,000 people. Located 25 kilometres north of Red Deer, the most obvious and quickest route would have been to jump on the Queen Elizabeth II Highway for a quick 90-minute ride to Red Deer; however, adhering to the theme of focusing on the province’s history we decided to stick to roadways that pre-dated the modern four-lane asphalt ribbon. A meandering route initially took us north away from Coch-

rane on Hwy 22 before heading west on Hwy 584. No, these roads don’t have the twists and turns that dominate other parts of the province, but whatever they lack in that regard, they more than make up for with the scenery that led us through lush green farmland before taking us deep into heavily-treed forest along both sides of the highway.

Arriving in the town of Didsbury, located just off Hwy 2A, our trip back through time continued as a quick rest stop to gain a reprieve from the cool morning temperatures found us in the middle of a century-old downtown that was easily imagined as the bustling hub it would have been when the 2A – then simply known as the Hwy 2 – was the main north-south road. Yes we had been riding for two hours and were less than half way to our destination, but experiencing the road less travelled was proving to be worth the extra time.

Continuing north, the 2A allowed us to avoid the traffic and noise of the main highway – with the exception of the 10 minutes from Bowden to Innisfail, where Hwy 2 is the only option – and also took us through a series of towns and cities that were originally created as whistle stops along the Canadian Pacific Railway line. Any one of the communities we encountered could easily be a destination by itself, with great coffee

shops, restaurants and shopping as well as local landmarks and history. I definitely plan to come back along this route and visit more of them, but on the day in question our predetermined destination was Lacombe, so after a photo stop in front of the old-school wooden grain elevator in Niobe, we turned our attention to the task at hand and the road ahead.

Arriving in Lacombe and following signage that directed us to the historic downtown district, the first thing that captures your attention is the architecture. Established in the late 1800s, this railway townsite was officially incorporated in 1902 and continued to grow steadily. In 1906, fire destroyed much of the downtown area with the exception of the brick flatiron style building that remains at the centre of the city today. In response to the devastation of this fire, a bylaw was implemented requiring that all new structures in the town centre be built entirely of brick and that wood structures that had survived the fire be refaced with brick As a result, standing on the street in downtown Lacombe literally takes you back to the beginning of the 20th century.

Setting out in search of lunch, we took a turn off the main street and found ourselves immersed amongst a series of murals dedicated to the history of Lacombe. Created by artist Tim Giles, these stunning works of art are found on the backs of buildings throughout the downtown area and have earned Lacombe the

title of Alberta’s Mural Capital. With so much architecture and art combined, it could be hard to know where to start and how to see it all. The good news is that guided walking tours are available and for those who prefer to do things at their own pace, a self-guided walking tour brochure is also available.

The good news for Mitch and I was that we knew exactly where to start and that was lunch. Walking further into the downtown brought forward multiple options for dining and we settled on Ugly’s Pub & Grill, which advertised dedicated motorcycle parking. With an extensive menu of incredible burgers and other pub favourites the hardest part of the meal was trying to decide on what to have and then actually finishing it as the portions are very generous.

After lunch we were joined by the Executive Director of Lacombe Regional Tourism, Austin Weaver for a tour around town. One of the first things that Austin highlighted was the changing demographics of the city, with an increasing number of young families and entrepreneurs relocating from major centres to take advantage of a more relaxed lifestyle. As a result, the historic buildings lining the street have received a new life in the form of an eclectic collection of shops and stores guaranteed to accommodate a weekend shopping excursion in a way that will help you forget all about the modern big box stores.

Downtown Lacombe is overflowing with history, with century-old brick and sandstone buildings, an original blacksmith shop and a series of murals depicting classic street scenes. Not to worry, visitors will also find modern amenities including dedicated motorcycle parking.

One store that caught our attention was the 5024 General Store. A combination of a coffee and skateboard shop set against the backdrop of the vintage building complete with tin ceiling, one of the owners explained that this unique operation was an example of a decision to leave the rat race behind – in this particular case Vancouver – and move to a city that offered the opportunities to explore and follow their passions.

A quick walk brought us to the Lacombe Blacksmith Shop Museum. Constructed in 1902, this fully operational blacksmith shop utilizes much of the original equipment and offers demonstrations and craft classes for children as well as the opportunity for adults to sign up for a class and try their hand at shaping molten iron.

Among my favourite stops downtown was Oodles of Chocolates. In addition to operating a pop-up shop during the peak tourism months, these chocolatiers ship a wide range of products throughout Alberta. One of the most popular items are their ingenious HotChocStics, which make it simple to make gourmet quality hot chocolate at home. As a fan of this particular beverage I made sure to load up with some samples and can report that they work perfectly.

Before wrapping up our time in Lacombe we paid a visit to Blindman Brewing. From its beginning as a start up craft beer manufacturer focused on utilizing locally grown grains, Blindman has grown to become a major producer while still retaining

its belief in being part of a strong community. The fact that we were riding of course meant that there would be no sampling, but I did manage to find room to strap a four pack of their Longshadows IPA on the pillion seat of my bike to enjoy when I got home – it was excellent.

Knowing that IM’s Bruce Thomas would never forgive me if I missed a chance to visit a unique monument, we paid a visit to the world’s largest fishing lure which is located beside the Len Thompson Trout Pond. One of the largest companies in Lacombe, Len Thompson Lures has been making fishing lures of all sizes since 1929 and odds are that if you own a fishing tackle box there are probably a few of their products inside.

Ready to head home, it was time to pick a new route. Having enjoyed our travels and the lack of traffic on Hwy 2A earlier in the day, we chose to explore the rolling landscape around Lacombe by heading east along Hwy 12 before taking a quick jog south to join up with Hwy 11 that would bring us back into Red Deer and back onto Hwy 2A. Riding these final stretches was the perfect time to reflect on our day’s adventure and it was truly a success. In addition to learning about Lacombe, which I absolutely recommend as a must-visit location, taking the extra time to travel on secondary highways highlighted that there are vast areas of our country that are just waiting to be discovered. All that is left to decide is, “Where do you want to go?” IM

Shopkeepers, blacksmith apprentices (above left and centre) and many people are on hand to make visitors feel welcome. Before taking the long way home (above right), we took a moment to visit the world’s largest fishing lure (below right) and take in a tour of the Blindman Brewing Company (below centre and left) and pick up some souvenirs.

Yamaha R7

BY PATRICK LAMBIE PHOTOS BY ANETT MESZAROS

For more than two decades any search for a mid-displacement sport bike designed to be equally capable on the racetrack, around town or out on the twisties would include the Yamaha YZF-R6. This competition-ready motorcycle quickly became a favourite of racers, picking up titles at every level from local club racing series to the World Supersport championship. Unfortunately for fans of the R6, following the 2020 model year, it vanished from the mainstream Yamaha lineup, moving to a limited availability competition-only offering.

With the absence of the R6 creating a gap in Yamaha’s supersport lineup the company found itself in search of a new model to satisfy consumers who were not ready to make the jump to the company’s flagship YZF-R1 and YZF-R1M litre bikes, but wanted something more than what the entry level YZF-R3 has to offer. Enter the YZF-R7.

Unveiled for the 2022 model year, the R7 takes Yamaha’s mid-displacement sport bike offering in a new direction. Replacing the previous inline four-cylinder screamer and its 17,000-plus rpm redline, the R7 is built on the company’s MT-07 platform, including the popular 689 cc twin-cylinder powerplant that has been proven in multiple models including the Ténéré 700 and XSR700 as well as the mid-displacement member of the brand’s hyper naked lineup. Relying on a 270-degree crankshaft crossplane design to generate optimal torque and rider feedback, this engine provides a completely different experience than the inline four-cylinder engine that powered the R6.

While Yamaha’s YZF-R7 is built on the company’s proven MT-07 platform, the presence of clip-on bars and fully adjustable front suspension (above left) and the inclusion of a premium Brembo master cylinder setup with the 298 mm dual front disc brakes (above centre) as well as the pairing of a slipper and assist clutch to the CP2 engine (above right) have prepared the R7 for the racetrack.

While the addition of race-styled bodywork is the most immediately noticeable difference when comparing this new model to its MT-07 cousin, underneath a series of alterations to the bike’s geometry have been undertaken to accommodate the more intense handling and performance demanded by track day enthusiasts and racers.

Revising the chassis to include a steeper rake (23 degrees vs. 24.5 degrees on the MT-07) and reduced trail result in a shorter wheelbase (1,394 mm vs. 1,400 mm) and more responsive handling. A fully adjustable inverted 41 mm KYB front fork combines with a revised rear linkage and KYB shock (adjustable for preload and rebound damping) that results in an increased ride height and an 836 mm (32.9 in) seat height, which is almost a full inch taller than the MT-07. Clip-on bars and rear-set pegs and controls position the rider in a forward orientated position with the R1-inpsired tank shape providing a platform for the rider’s chest to lay against when fully tucked in.

The delivery of a YZF-R7 loaner from Yamaha Motor Canada to my home in Calgary, AB set the stage to test this latest member of the R family on the brand-new Rocky Mountain Motorsports circuit just north of the city. Opened for business in 2022, the 3.5-kilometre 16-turn road course, is among the most technical in Canada with multiple decreasing radius corners, dramatic changes in elevation, high speed sweepers and hard-braking zones. In other words, the perfect location to test out this addition to Yamaha’s supersport lineup.

Rolling the R7 off the truck at the track, it immediately drew a crowd of onlookers anxious to see this elusive new model. The Performance Black paint (The R7 is also available in Intensity White and Team Yamaha Blue), full LED lighting package, cast aluminum spoked wheels and top-quality fit and finish garnered compliments, but the most notable feedback was the bike’s size… or lack thereof. Yamaha advertises the YZF-R7 as the narrowest of the R lineup and this is evident from every angle, with dimensions that appear far more in line with the lightweight motorcycle than a mid-displacement sport bike.

Anxious to see how the R7’s size and geometry would translate to on-track performance it was time to spin some laps; however, as is often the case, mother nature had other ideas as our first day of testing was met with a continual downpour of rain, turning an already green track into slippery surface that necessitated extra caution and diligence. Of course, clouds are always accompanied by silver linings and in this particular case it was the chance to see how the R7 handled these conditions and if the absence of traction control or selectable ride modes would become an impediment. As it turned out, the R7 was more than up to the task.

While the lack of a full suite of electronic rider aids on a modern-day motorcycle may seem odd when even entry-level bikes take advantage of available technology, the inclusion of ABS and a slipper and assist clutch on the R7 show that the team at Yamaha has effectively prioritized the requirements of this latest track-focused machine. Combining the basic setup with the lowrange torque characteristics of the CP2 parallel twin, which pulls hard from as low as 3,500 rpm, made it easy to navigate the tight circuit, pulling smoothly out of corners with no concern of the back wheel breaking traction. The ABS equipped brakes (dual

298 mm discs on the front wheel and a single 245 mm disc at the rear) provide solid stopping power in a controlled and smooth manner, thanks to the premium Brembo master cylinder setup. Looking to experience the bike on the highway I decided to take advantage of clearing skies at the end of the day and ride the 60-minute trip back to my house. Travelling along the roadway at 110 km/h in sixth gear leaves the engine spinning at a manageable 4,000 rpm with no notable vibration and the ability to easily accelerate without downshifting. Offsetting the smooth ride is the reality of the bike’s ergonomics. The size of the R7 is most notable from the saddle where at 5-feet 8-inches tall with a 30-inch inseam, I found the setup to be compact but fine for 20or 30-minute track sessions; however, beyond this timeframe the stress on your body becomes increasingly evident and uncomfortable. In fairness, I was a lot younger when mid-displacement sport bikes used to be my daily ride, but anyone considering the YZF-R7 for longer stretches in the saddle, especially taller riders, will want to consider the physical realities of this setup.

Returning to the track the following day saw sunny skies and a drying track. While some silt that had washed onto areas of the track surface from the unfinished landscaping during the previous day’s rain would still require increased diligence and caution, conditions were dramatically better than the previous day, offering the chance to experience the R7 in its intended environment.

At speed, the YZF-R7 feels planted and solid whether under full acceleration or hard braking. The fully adjustable suspension in stock setup accommodated my 165 lb weight perfectly, but riders of other weight or those riding on different surfaces or track layouts will welcome the ability to fine-tune the settings. The track’s long front straightaway offered the chance to move through the full six-speed transmission and shifts were smooth and accurate. The pairing of a slipper and assist clutch with the CP2 engine, a first for Yamaha, allows for aggressive downshifts coming into corners and hard acceleration nearing the 10,000 rpm redline when accelerating towards exit points. For anyone considering the R7 for dedicated track days and racing, the optional quick shift setup would be a worthwhile investment.

The harder you push the R7 the more the chassis and geometry refinements become apparent. Highly responsive to rider inputs, the bike seems to relish being thrown into corners, solidly holding lines even when encountering minor disruptions or ripples in the asphalt surface. The bike’s light 188 kg (414 lb) weight allows itself to be seamlessly flicked left to right and back again, while the narrow ergonomics accommodate quick and smooth changes in body position from side to side. These attributes combined with Yamaha’s crossplane parallel twin make it easier to let YZF-R6 fade into the memory banks.

With an MSRP of $11,299 Yamaha has delivered a motorcycle that is capable of meeting the demands of experienced track day enthusiasts and club racers, while also offering an affordable and manageable option for riders who are new to the track or looking for a sport bike to accommodate their day to day riding. While there are some obvious design choices required to maintain the affordable cost of entry, the team at Yamaha has done an admirable job in creating a middleweight sport bike capable and worthy of continuing the company’s legacy. IM

Yamaha YZF-R7

PROS:

+ CP2 parallel twin engine

+ Refined chassis

CONS:

- Lack of full electronics suite

- Compact ergonomics

Suggested Retail:

$11,299

Colour:

Intensity White, Team Yamaha Blue, Performance Black

Engine:

Liquid-cooled, inline twin-cylinder

Displacement: 689 cc

Bore and Stroke: 80 x 68.6 mm

Compression Ratio: 11.5:1

Power: n/a

Torque: 50 ft-lb @ 6,500 rpm

Fuel Delivery: Fuel injection

Final Drive: O-ring chain

Weight: 188 kg (414 lb), wet

Transmission: Six-speed

Frame:

High-strength steel frame with rigidmount aluminum centre brace

Wheelbase: 1,394 mm (54.9 in)

Seat Height: 836 mm (32.9 in)

Suspension (front): 41 mm inverted KYB fork, fully adjustable

Suspension (rear):

KYB monocross shock, adjustable preload and rebound

Tire (front): 120/70 ZR17

Tire (rear): 180/55 ZR17

Brakes (front):

Dual 298 mm discs with 4-piston calipers

Brakes (rear): 245 mm disc with single-piston caliper

Fuel Capacity: 13 L

2023 YAMAHA MOTORCYCLES Rider Centric Performance

Advanced Power I Razor Sharp Handling I Next Generation Styling

Dewildt Marine & Powersports

1982 Commerce Park Dr. Innisfil, ON 1-888-656-8680

dewildtmarine.com

Tri-City Cycle & Sport Inc. 351 Weber St. N Waterloo, ON 519-884-6410 tricitycycle.ca

Dewildt Marine & Powersports

1300 Highway 7 East Peterborough, ON 1-844-291-6330

dewildtmarine.com

Bob’s Motorsport Ltd 615 St. Clair Street Chatham, ON 519-354-6377

bobsmotorsport.com

Southwest Marine + Powersports 70672 Bluewater Hwy Grand Bend, ON Southwestmap.com 519-238-2887

Discover More Yamaha – Genuine Parts & Accessories, Service and Finance

Professional rider depicted on closed course. The riders shown are highly skilled, professional riders, and their actions are not intended to be duplicated in any way. Ride within the limits of your skills and experience, never beyond them. Never engage in stunt driving or riding. Avoid excessive speed. Always wear required and/or recommended riding gear. Never drive or ride under the influence of alcohol and/or drugs. Ride safely, respect and protect the environment, and observe all provincial and local laws. Beginners should be extremely cautious and allow extra time and distance for manoeuvring and braking. Yamaha recommends taking an approved training course. Read your owner’s manual and product labels, and inspect your Yamaha vehicle before operation. Some U.S. models and/or optional accessories may be shown.

2022 Harley-Davidson Nightster

BY SOPHIA VASSILIADIS PHOTOS BY BEN QUINN

Motorcyclists are a restless lot, perpetually in pursuit of the next adventure and the perfect machine for the journey. The more we ride, the more we know and the more we want. Cruisers, sport bikes, touring bikes, enduros and now electrics all offer such different experiences that it’s difficult to settle on just one bike or manufacturer, even if that kind of devotion is precisely what any brand would love.

Recently Harley has been expanding their fleet to include more atypical offerings and updated favourites. The 2022 Nightster falls into the latter category. Concealed within the 2022 Nightster is the Sportster Iron 883, one of Harley’s first departures from its brand-defining heavy-duty fleet. First introduced in 1957, the Sportster offered riders a naked, nimble cruiser that was an accessibly priced entry into the Harley experience. As soon as the newly inducted cruiser rider was comfortably hooked, they could segue into the far more powerful, and increasingly engineered fleet of cruisers and touring bikes.

The 2022 Nightster combines new technology with pedigree, a rebuild of one of Harley’s original gateway cruisers. Carefully curated to include what Harley-Davidson thought made its predecessor popular paired with contemporary options, the new Harley-Davidson Nightster is meant to honour the past and attract the future.

However, aside from its stripped-down aesthetic and accessible price point, the Nightster has very little in common with its Iron inspiration. At 975 cc, the Nightster’s displacement sits between the smaller 883 and the larger Sportster S 1200, and the now liquid-cooled motor that sits inside a redesigned chassis.

There’s something a bit Fury Road (in a good way) about the Nightster. Could be the double-size matte black exhaust pipe that emerges from the trinity of silver that is the contemporary “variable-valve-timing” V-twin, or the bold and glossy black trellis frame and matching cast aluminum wheels. It may also help that the more assertive canted stance created by the differential diameters of the Nightster’s 19-inch front rim leaning into the 16-inch rear rim. The Vivid Black paint surely seals the apocalyptic deal, but the Gunship Grey, and Redline Red make for equally fierce finishes.

On the day I picked up the Nightster it was a steaming 35 degrees Celsius, with life-threatening humidity levels. This is probably why on the highway home I was less inclined to mind that this stripped-down style and laid-back stance transformed me into a human sail. Normally, hanging on to the handlebars for fear of being blown off is only disconcerting. That day, in the seething heat it was a welcome worry. It was also best to stay in motion because extended inertia revealed the very real risk of a seared calf.

Back before I got my moto licence, I had pictured myself on a chrome cruiser. Despite having spent more time riding pillion on any other style of bike, I was sure the cruiser life was me. In real life, I gravitated to bikes with a more upright stance very similar to (it turns out) my bicycle. I’ve ridden version of sport tourers and enduros ever since.

Everything on a cruiser feels different; a lower centre of gravity, the ability to plant both feet, and footpegs out in front instead of tucked behind or just beneath. A lot of these are welcome changes to a higher, more forward stance, but the first time I jumped on a cruiser, I had to stop again almost immediately to allow body and soul to adjust to the fresh perspective. And in motion I quickly noticed that my relationship to the suspension and steering were noticeably altered, especially in

the corners. Again, not bad, just new.

There’s also the possibility that my personal ergonomics make cruiser comfort a little more challenging. This was even more prominent on the Nightster. My feet felt awkward on the midpegs, while my arms felt short-served. To the casual observer, I doubt it showed, but from where I was sitting the bars felt like ape-hangers (they’re really not). Customers can choose alternative bars and modify the pegs, so certainly best to test out the stance before buying. That said, kudos to the bar-end mirrors for providing excellent visibility.

Several years ago, I enjoyed spending some serious saddle time on a Sportster Iron 883. With a friend, I travelled up and down California’s celebrated Highway 1 south of San Francisco feeling properly cool astride the ride. A little less sexy was how often the distinctive walnut-shaped tank needed to be refilled. With the Nightster, on the other hand, Harley-Davidson makes a big deal of the 11.7 litre fuel tank which has been relocated, as part of the ingenuity of this new model.

“The 3.1-gallon lightweight plastic fuel cell is located below the seat – what appears to be a traditional fuel tank forward of the seat is a steel cover for the airbox. The fuel fill is reached by lifting the hinged locking seat.”

I might have saved myself from some awkwardness if I’d noticed this clever detail before finding myself baffled at how to gas up. Good thing I had a friend along to unlock (no pun intended) the mystery.

However, the new tank design doesn’t just impact style. “Locating the fuel cell below the seat optimizes the capacity of the engine intake airbox and moves the weight of fuel lower in the chassis compared to a traditional fuel tank location,” which as Harley goes on to explain, “results in a lower center of gravity for improved handling and easier lift off the side stand.” True. Noticeable.

Powered by Harley’s liquid-cooled Max 975T V-twin engine (above left), the Nightster’s styling features include a 19-inch front wheel (above centre), matte black exhaust and exposed dual rear shocks (above right) and headlight cowl (below left). While the analog speedometer with LCD inset (below centre) proved to be straightforward and effective, the under-seat fuel cell (below right) took time to figure out.

What should also be mentioned is that Harley wants to make sure that you don’t miss a fuel stop, which might be why the fuel light came on at a quarter tank. This did lead to some confusion and a touch of anxiety the first time around, but I suppose that it’s better than being stranded.

Another expectation immediately overturned was the sound. I expected to be in a solid position to upset the neighbours. Instead, my ears were met with a far more dulcet rumble – not what I have come to recognize as the Harley’s signature growl –still a strong statement but hardly a dish-rattling disruption.

It was also pleasantly surprising to find all the modern readings on a simple analog speedometer with a clearly visible inset LCD display. And although the modes, odometer, gas gauge, clock and rpm are not all available simultaneously, it’s easy to toggle through the options without having to leave the road.

Thanks to a spectacular summer of riding weather, I did not get caught in the rain so I cannot comment on how well the traction controls would help navigate these tires through the slick conditions of wet roads. However, I did enjoy toggling between the Road and Sport modes, experimenting with the sweet spot for power delivery – admittedly, one of my favourite activities. Discovering where the motorcycle’s strength really digs in is as much fun as testing the responsiveness of the brakes is critical.

I’ll admit that I don’t quite understand how it all works, but I do notice how it feels, which is why I very much enjoy scrolling through the gears to test where the revs work their magic. This engine’s power delivery is distinctive. With a maximum output of 90 hp, the “heart” of the 2022 Nightster, Harley’s new Revolution

Max 975T liquid-cooled V-twin shines brightest in the midrange. In both the Urban and Sport modes the strength of this motor became available between 5,000 and 9,000 rpm, a response range that was consistent across every gear above first. As can be expected with this much power to share, first gear was remarkably jumpy.

With more wind protection this motorcycle would be a perfect travel partner, and with more attention to the placement or effectiveness of the heat shield, the Nightster could be a sassy, though slightly over-powered, city cycle. Perhaps the Nightster’s true calling is somewhere in-between: a suburban commuter or rural ride-about, where it could get the right amount of exercise without needing to spend too much time idling.

The Nightster offers a smoother ride than its muse, thanks to upgraded twin shocks. This improved suspension along with the reallocated weight of the lower-slung gas tank grounds this lighter ride in the corners much in the way that it enhances the solid, firm, predictable acceleration.

It also treats the rider to a wider, plusher seat, has keyless ignition and at a curb weight of about 480 lb is lighter than the Sportster Iron by about 130 lb which, along with the updated weight distribution, makes it easier to park. In some ways, elements of the experience that stood out as unique to the Sportster were engineered out of this modern retelling. Some might even accuse Harley of having messed with the Sportster’s character, but it is after all, another bike. Though inspired by a legacy, the Harley-Davidson Nightster is its own beast. At a starting MSRP of $16,499, some might find this cruiser out of range, but if riding a Harley is a goal, this could be a good place to start. IM

2022 Harley-Davidson Nightster

Suggested Retail:

Starting from $16,499

Colour:

Vivid Black, Gunship Gray, Redline Red

Engine:

Liquid-cooled, Revolution Max 975T

V-twin

Displacement: 975 cc

Bore and Stroke: 97 x 66 mm

Compression Ratio: 12:1

Power: 90 hp @ 7,500 rpm

Torque: 70 ft-lb @ 6,500 rpm

Fuel Delivery: Electronic sequential port fuel injection

Final Drive: Belt

Weight: 218 kg (481 lb), wet

Transmission: Six-speed

Frame: Steel trellis with engine included as stressed member

Wheelbase: 1,556 mm (61.3 in)

Seat Height: 705 mm (27.8 in)

Suspension (front): 41 mm Showa fork

Suspension (rear): Dual shock with preload adjustment

Tire (front): 100/90-19

Tire (rear): 150/80-16

Brakes (front): 320 mm disc with 4-piston caliper

Brakes (rear): 260 mm disc with single-piston caliper

Fuel Capacity: 11.7 L

INSIDE TECH

As I write this, it is December 31, New Year’s Eve, a time of reflection on the season behind and excitement for the season ahead. When you read this, it will be 2023, and although winter is just getting started in Canada, for motorcyclists, it is the season of hope. Now the upcoming riding season is just ahead of us, rather than having just ended. The days are getting longer and the bike shows are arriving! Here in Ontario the bike show held during the first week of January at the Toronto International Centre, heralded as the North American Motorcycle Supershow, has been for years where we have seen next year’s technology show up for the very first time from all the manufacturers. The internet has changed things for sure, allowing us sneak peeks and early exposure to what is coming up for the next model year, but still for many of us, the bike show allows us the first opportunity to look at, touch, and even sit on the latest technology available at our dealers this year.

When I was a young racer at the turn of the century (although it sounds funny to say that), it was a very busy, exciting time in the motorcycle industry. The 600 class of competition street bikes was blown wide open by Yamaha and their introduction

By John Sharrard

600 cc evolution

of the YZF-R6 in 1999. It was a brilliant follow-up to the ‘98 Yamaha R1, which revolutionized the litre class open sport bike category. Up until that time 1,000 cc ‘sport’ bikes had always been a compromise of creature comforts which resulted in aggressive sport touring bikes at best. However, the ‘98 Yamaha YZF-R1 was one of the very first race track focused sport bikes built by a Japanese manufacturer, and it hit a home run.

The following year the 1999 YZF-R6 was released following in the footsteps of its bigger brother, and so began a gloves off battle between the manufacturers for middleweight super sport supremacy that lasted almost 10 years. The unwritten rules melted away of leaving a newly released motorcycle for two to three years before updating it with fresh ideas and thinking. That traditional cycle allowed a manufacturer ample time to recoup their engineering investment over a couple of model years while they spent heavily and prepared for the next generation of improvements. However, the years of 2003, 2004, and 2005 especially were feverish times as the manufacturers struggled for either supremacy, or just to keep up with the competition. Kawasaki released the ZX-6RR and the 6R in both 600 and 636 cc versions and updated them heavily between ‘03 and ‘04, then

really stepped it up with the amazing ‘05 model, with basically six new bikes in three years. Honda had fresh 600s then and Suzuki was selling their GSX-Rs by the shipload, overwhelming the race grids all over North America. The 600 cc class was huge during this boon and grids all over the world were packed with models and competitors. The economy was booming, sales were high, and racing was the perfect platform to showcase all the latest technological advancements. Fuel injection spread through the paddock around 2003, which followed forced air induction, or ram air as it was nicknamed, designed to boost power and efficiency at high speeds. Each year the bikes were aimed more at the track and less at the street as track focused seating positions and bodywork prevailed.

I remember the race paddock at that time, and once bodywork was changed, it was often difficult to tell the difference between a 600 and a 1000 cc from the same manufacturer from a distance. For a year or two, the easy method was a cheap straight swingarm graced the 600s, while a larger cross section, more expensive gull arm identified the 1000 cc models. The gull arm was nicknamed such due to the curved shape as it left the centre of the motorcycle and then abruptly raised up then back down to the axle, purely to make room for the exhaust system. Cornering clearance was becoming paramount, and everything needed to be kept very tight to the bike, as tires had improved so much that dramatic lean angles on track became the norm.

Up front, the other method to tell between a 600 and a 1000 model was the appearance of the forks. Since about 1998, the litre bikes had inverted forks with the larger diameter aluminum outer tube held in the triple clamps and the smaller diameter inner tube attached to the wheel. The 600 used the older cheaper conventional style where the small chrome tube was held in the triple clamp and the large cast aluminum section embraced the wheel and brakes. There were two schools of thought on this, the inverted fork on the 1000 had to be a more expensive version because the fork was broken into three parts: the large aluminum upper tubes, the chrome steel lower inner tubes, and then threaded onto those were cast aluminum lower fork ‘feet’ which then held the axle and the brake calipers as well as the fender. This three-part design, expected to be more expensive, graced the flagship litre bike model. It was also suspected that this fork design was stronger and flexed less as the longer, larger upper aluminum fork tubes were held in the triple clamps offering more length and more rigidity. On the 600 model the cheaper fork prevailed for a few seasons being a two-piece design where the longer narrower steel upper tube was held in smaller triple clamps and the larger cast aluminum lower tube held the axle, calipers and fender. But that norm was abandoned for all the manufacturers in the years between 2002 and 2005 as the 600s embraced the larger, more expensive inverted forks from their larger stablemates.

Model year 2006 marked a big year for Yamaha, as not only did the bike get a complete update to the frame, engine, suspension, and bodywork, but it also saw a massive leap forward in electronics with the debut of the ride-by-wire throttle system. This throttle system was not new to Yamaha as they had been using it for years in MotoGP, but its debut to the general public was a pretty big deal back then. The enthusiasts who lined up at the dealers that year were excited by claims of a 16,000 rpm red-

line and horsepower numbers never before seen in a 600, and prospective owners hoped that the ride-by-wire throttle system allowed new-found methods of unleashing hidden power, but the reality was the system’s true goal, quietly, was primarily to reduce emissions. The engineers also realized it gave them all kinds of control over the engine that they never thought possible. Things like reduced power drive modes for wet weather debuted on the Suzuki GSX-R and traction control, wheelie control and engine breaking control were in the near future for all manufacturers once this system was tested and in place.

Two years later in 2008, Yamaha again updated the R6 and added electronically adjustable intake manifolds that changed their length based on rpm and load. This dramatically helped the engine designers to avoid struggling with compromise, as tuners for years had used different length intake manifolds to select between higher torque at low rpm with a long intake manifold, or peak horsepower at high rpm with a short manifold. Now, the bike could give have both benefits and no negatives.

Massive physical changes in the models seem to have slowed, while the progress has focused on developing and refining the electronics… Or has it? So, as you head out to the bike shows this new year, take the time and talk to the sales reps and technical staff from your favourite manufacturers and ask them what’s new. Challenge them to sell you on why buying their brand is the best place for your hard-earned paycheque. I like to reward the OEMs that are trying hard, taking chances, making changes and advancing forward when I spend my money. I don’t really know if brand loyalty is as big of a deal as it used to be, but maybe it’s a good year to look around at the competition, try something new and embrace some new technology. It may just revolutionize your riding experience! IM

Middleweight sport bikes enjoyed an extended period of evolution with the motorcycles at the 1995 600 Daytona Super Sport race (opposite page) bearing little resemblance to the Yamaha YZF R6 Pascal Picotte rode to victory at the 2005 national Super Sport final at Shannonville Motorsport Park (above). PHOTOS BY COLIN FRASER.

Kawasaki’s Back Big

In the 2022 CSBK series, Kawasaki had a smaller showcase than was typical over the last 40-odd years of history for the national Superbike tour. The “mean green” didn’t win a feature, although they were certainly predominant in the middleweight Pro Sport Bike championship, where Trevor Dion and David MacKay battled all-out for the No. 1 plate on ZX-6R Ninjas.

In Superbike, Sebastian Tremblay had some good rides and podiums with his ZX10R Ninja, but the absence of Kawasaki top gun Jordan Szoke was keenly felt. Injured motocrossing just before the start of the season, Szoke was out for the year, his longest departure since he headed south to run full time on the US tour way back in 2001.

So, the recent news that Canadian Kawasaki Motors would return with a Szoke-run super team for 2023 is good news for Szoke, the series, and Kawasaki. And in all those ways, it is also very good news for Dion, who earned a national Pro title in his first full season in the national championship – a Szoke-type accomplishment.

The image of Szoke and Dion posing with brand-new, just uncrated 1,000 cc street bikes certainly harkens back to an era in the 2000s, pre-economic crash and COVID. That Canadian Kawasaki have ensured that their key racers signed up for the near and

possibly distant future is a very positive step for the stability of the series, especially following Bridgestone’s September announcement of their four-year CSBK commitment.

By late summer of last year, Dion certainly developed the kind of buzz young racers, including oft-mentioned high-watermark Brett McCormick, hope to earn if they are to make it to the top echelons of the sport. Dion wasn’t noticed quite as soon a McCormick, but at 20 he is still very young for a Canadian national Pro champ.

This comparison is important in more ways than might be immediately evident. No, Dion isn’t a hockey playing engineer from Saskatchewan, but McCormick went to Pro as a works Kawasaki teamster, riding out of the same trailer as Szoke. The opportunity to ride with, and learn from, Szoke, presents an incredible opportunity – just ask Brett!

“An important part of this deal is learning to work with and for Dion,” explains Szoke, busy disassembling two new Ninjas with the goal of having four identical motorcycles on hand for the new dynamic duo at the opening national at Shannonville on Victoria Day weekend.

“Dion is the best young rider to come along in a long time, even when you include Alex Dumas (2021 Superbike champ in his first attempt for Suzuki). We need to build a combination for him, and he will have the same equipment as me.

“Part of this deal, and I wrote this deal, is that it allows me to continue my relationship with Kawasaki in a variety of ways,” continues Szoke, in from a day of

January ice racing. “The new bikes we built and didn’t use last year are ready to go, and we are going to update those slightly, so that all the bikes are the same.

“The goal is for Dion to show up and ride – everything will be exactly the way I want it to be. We’ll have a strong team, with Scott Miller and Andrew Westbrook from Fast Company, as well as Ryan Tapp, Derrick Utley and of course Yves, Trevor’s father.”

The title sponsor for the team for 2023 will be LDS Consultants, backer of Dion’s recent efforts. While Szoke and Dion will not be identical in presentation, they will both wear similar gear from Joe Rocket (leathers), Scorpion (helmets) and Gaerne (boots). Aftermarket distributor Thibault, also central to the new Bridgestone deal, joins as another Waznie Racing supporter.

Currently, Szoke is active and has been riding for a few months, although neither of his legs are in great shape. He expects to have some hardware removed but wants to put off further surgery until after the 2023 CSBK Season.

“I should be fine for Jennings GP (the opening Bridgestone test In Florida in March), I’m bicycling all the time, my strength is good, but my issue continues to be range of motion.”

While reigning champ Ben Young (BMW) and Dion tested on prototype Bridgestone tires at Grand Bend last fall, most of the series regulars will try the new-spec Bridgestones for the first time on the abrasive Jennings GP layout.

“I’m not worried about the Bridgestones,” continues Szoke. “The tires are part of the reason that I’m racing this year. I believe that the tires will suit our Kawasakis. We know how strong these tires are at the tracks in Japan.

“I probably shouldn’t have taken on a project like this at this point in my career, coming back from major injuries, but I want to – I’m really excited about this project, plus I really want to ride. I’ve been busy lately, and really, it’s better that way.”

Jordan Szoke (left) and Trevor Dion are ready for 2023.

Xtreme

2023 Road Racing Schedules Announced

Even though snow will likely remain as a fixture throughout most of the country for another couple of months, the 2023 road racing season is taking shape. Starting in May and running into October, road racing action is on tap from coast to coast, so whether you are a racer or a fan there will be no shortage of opportunities to get out to the track in 2023. As always, be sure to follow along at www.insidemotorcycles.com for all the results as the season unfolds. IM

Vintage Road Racing Association (VRRA)

May 26-28: Shannonville Motorsport Park, Shannonville, ON

June 30-July 2: Calabogie Motorsports Park, Calabogie, ON

Aug. 11-13: Canadian Tire Motorsport Park, Bowmanville, ON

Sept. 1-3: Shannonville Motorsport Park, Shannonville, ON www.vrra.ca

Bridgestone Canadian Superbike Championship (CSBK)

May 19-21

Shannonville Motorsport Park, Shannonville, ON

June 8-11 Grand Bend Motorplex, Lake Huron, ON

July 20-23

Aug. 18-20

Atlantic Motorsport Park, Shubenacadie, NS

Canadian Tire Motorsport Park, Bowmanville, ON

Edmonton Motorcycle Roadracing Association (EMRA)

May 19-20: Race School Stratotech Park, Sturgeon County, AB

May 21: Endurance Race Stratotech Park, Sturgeon County, AB

June 9-11: Round 1/2 Rad Torque Raceway, Leduc, AB

July 14-16: Round 3/4 Stratotech Park, Sturgeon County, AB

Sept. 15-17

Shannonville Motorsport Park, Shannonville, ON www.csbk.ca

August 12-13: Round 5 Stratotech Park, Sturgeon County, AB

September 1-3: Round 6/7 Rad Torque Raceway, Leduc, AB www.emra.ca

Motorcycle road racing is set to hit tracks across the country.

PHOTO BY TIM MCGILL.

Atlantic Roadracing League (ARL)

All races held at Atlantic Motorsport Park, Shubenacadie, NS

May 27-28

June 17-18

July 8-9

August 12-13

August 26-27

September 9-10

www.atlanticroadracing.com

Southern Ontario

Association of Racing (SOAR)

All races held at Grand Bend Motorplex, Grand Bend, ON

May 26-28

June 23-25

July 28-30

August 25-27

September 8-10

September 29-October 1

www.soaracing.ca

Super Series

All races held at Shanonville Motorsport Park, Shannonville, ON

May 12-14

June 9-11

July 7-9

August 18-20

September 8-10

www.super-series.ca

Canadian Mini Superbike Series

All races held at Lombardy Raceway, Lombardy, ON

May 7-8

May 14-15

June 25-26

August 20-21

August 27-28

www.supersonicschool.com

Westwood Motorcycle Racing Club

All races held at Mission Raceway Park, Mission, BC

May 15-16

May 24

August 2

August 28-29

www.wmrc.ca

Manitoba Roadracing Association

All races held at Gimli Motorsports Park, Gimli, MB

May 13-14

June 3-4

June 24-25

July 29-30

August 26-27

September 16-17

www.mrasuperbike.ca

Szoke Returns to CSBK Action in 2023

Canadian Kawasaki Motors have announced the return of 14-time Canadian Superbike Champion Jordan Szoke to the Bridgestone CSBK grid following a yearlong absence, which was the result of a motocross accident in early 2022.

Joining Szoke on the Waznie Racing team will be 2022 CSBK Pro Sport Bike Champion Trevor Dion, who will make the move into competing full time in the feature Pro Superbike class on board a 2023 Kawasaki Ninja ZX-10R.

For Szoke, the 2023 season represents both a return to the sport he has helped define in Canada as well a transition to a new role.

“I am really excited to try and get back on the track after my injuries last year,” said Szoke. “I’m also excited to expand our team and Kawasaki’s involvement. Trevor is a great young racer. And a great young man. We really look forward to helping him become a champion.”

The 2023 Bridgestone CSBK season kicks off at Shannonville Motorsport Park on May 19-21. IM

SHANNONVILLE FACELIFT

BY WALLY NESBITT

There comes a time when even the grandest of old ladies needs a bit of a facelift, something to brighten the appearance and inspire the masses.

For Shannonville Motorsport Park, the ‘Birthplace of Champions Since 1974,’ the decision to upgrade was made in 2019 when The Motorsport Group, fronted by John Bondar and Steve Gidman, completed the purchase of the 146-acre, Shannonville, ON-area facility.

“It was a long process to get this deal completed,” admitted Bondar. “We actually began talking with (then owner) Jean Gauthier in the summer of 2015. I have been involved in motorsports in many ways, but this was a completely new venture for me and I wanted to learn some of the ‘dos and don’ts’ from other people in the business. Doing our due diligence, I spoke with Steve Nelson (son of SMP founder, John), Jack Boxstrom (former owner) and Alan Labrosse, who was the manager here before he went on to St. Eustache. We put together a list of improvements that needed to be done, and it was a pretty long list, and then the negotiations began. And I have to say, Mr. Gauthier was a tough negotiator.”

Five years of back-and-forth discussions eventually saw Bondar and Gidman receive the keys to the property in the fall of 2019.

Originally created as a motorcycle racing and training facility in 1974 by John Nelson, the track passed into the hands of competitor and car builder Jack Boxstrom in 1979 before ownership was then sold to developer Raymond David in 1986. Under David’s ownership, Shannonville Motorsport Park became a must-attend facility, largely in part due to its Spenard-David Racing School. With the financial bottom line of SMP showing well, the track once again changed hands in 1992 when it was purchased by Montreal accountant and businessman, Jean Gauthier.

Over the years, Shannonville Motorsport Park has grown in

length from its original 1.8-km track, named the Nelson track in honour of the park’s founder. By combining this original section with another expansive stretch of asphalt, the 10-turn, 2.23 km Fabi Track and the 4.03 km Long Track were created. A shortcut between turns 1 (Nelson) and 7 on the Long Track resulted in a fourth configuration, the 2.47 km Pro Track.

A quarter-mile drag strip increased the facility’s appeal by utilizing the long (north) backstraight of the Fabi circuit.

Determined to revitalize their newly acquired “diamond in the rough” venue into an attractive sporting destination, Bondar and Gidman drew up a list of priorities that began with upgrading the branding and marketing. Radio and print ads in local media re-invigorated awareness and enthusiasm of the venue while landscaping across the southern breadth of the property, plus new colourful signage at the entranceway, provided a professional welcome for both competitors and visitors.

Landscaping and grading work was also done around the boundaries of the racing surface, providing larger, smoother and safer runoff areas in many of the turns, while at the same time eliminating drainage issues that had previously resulted in flooded portions of the track.

Bringing in the paving equipment, the western half of the paddock received a layer of asphalt, teams no longer in danger of losing parts and pieces in the grass. Paving was then done to the pre-grid area and in the damaged turn 9, as well as in other spot locations.

“We were right on schedule with our strategic improvements and looking forward to continuing our plans in 2020. And then COVID hit,” said Bondar.

He continued, “We are a landlord as well, we have tenants renting portions of the property so that meant we had to keep up with the maintenance. We were able to chip away at the

1987 SMP opener with Rueben McMurter (No. 24) leading Art Robbins (No. 47). McMurter would go on to win the national Superbike title the following year.

PHOTO BY COLIN FRASER.

small things until the restrictions began to be lifted.”

Benefiting from a relatively slow re-introduction to racing activity, Bondar and the SMP staff eased into their new programs.

“It was a soft launch in 2020, there were no large numbers of participants, no spectators. Ironically, it allowed us to get up to speed with the business aspect without being overwhelmed. We built up participation as the summer went on and soon our racing schedules were where we wanted them according to our original plan.”

As the on-track numbers increased in the motorcycle and car road racing fraternity, as well as in lapping days, there was also a growing interest in the drag racing and drifting sectors.

By 2022, the Shannonville daily calendar was booked virtually solid, with five rounds slated for the in-house Super Series motorcycle racing club, two appearances for the vintage (VRRA) bikes, three weekends reserved for automobile road racing and four events on the docket for the drag racers.

The long-running Super Series provides championship competition for a wide range of motorcycle categories with two-wheeled action for everything from Superbikes to sidecars. For the novice motorcycle riders, the SMP venue is also home to the Learning Curves riding school, where people can receive their M2 rider’s licence. For motorcyclists with a goal of trying their hand at track days or competing in road racing, the Fast Riding School has operated at the Shannonville facility since 1987 with a team of current and former professional racers instructing participants in both fundamental and advanced performance riding techniques. With track rentals now helping to pay the bills, the SMP executives then turned their thoughts to refurbishing another on-site venue.

The Spenard David Garage had sat virtually empty for several years, and it did not take much imagination to see the possibilities arising from a massive makeover.

Working through the early part of 2021, a new 4,000 squarefoot Event Centre now stands near the entrance to the facility. Up to 150 people can enjoy a large lounge enhanced with a fireplace plus a general display area and group meeting amenities.

“Our goal was to attract motorcycle and automotive manufacturers and offer them a place to showcase their products, host product releases and handle training opportunities,” explained Bondar. “We have space for racing clubs to host their banquets, and we’ve already got two weddings booked for the centre.”

He continued, “There are many tourist attractions in this area, everything from wineries to artisan cheese producers and craft breweries. We are looking to build on the area’s attractions that are already in place and make this into an exciting travel destination.”

For 2022 Shannonville Motorsport Park had track bookings running until the end of October, and in 2023 the on-track action continues. The Super Series kicks off its five-round 2023

John Bondar at the unveiling of the Nelson Event Centre.

PHOTO BY GREG MACPHERSON.

The 2023 season will see the stars of the Bridgestone CSBK series return to Shannonville, including reigning champion Ben Young, seen here at SMP en route to his first Superbike title in 2019.

PHOTO COURTESY OF BRIDGESTONE CSBK.

campaign in May and Shannonville will once again play host to two rounds of the VRRA series as well. This year will also feature the return of Canada’s national Superbike championship to Shannonville as the opening and closing rounds of the Bridgestone CSBK series will be held at the track that hosted national rounds as far back as 1980 and as recently as 2019.

Bondar is content with his calendar and is not currently looking to expand the racing roster any time soon. “Sure I’d love a World Superbike race or an IMSA SportsCar event, but that’s not going to happen. Shannonville is known as the Birthplace of Champions for a very good reason, this is the place where racers get their start. The list of SMP graduates is long and very, very impressive. It’s a very inviting circuit and a safe one, with not a lot of concrete walls. With our varied track configurations, we probably have the best layout in the country for testing and developing skills on both two wheels and four. That’s the aspect that we are working to maintain and develop.”

Having seen the sport of racing from both the participant and executive sides, Bondar is in the unique position to see what is necessary and attractive from the business and the competitive side of sport. With his wife Dominique handling the marketing and merchandising aspect and partner Steve Gidman quietly providing business advice, Bondar is able to focus on creating a better and brighter Shannonville Motorsport Park.

“We’ve knocked off the low-hanging fruit, now it’s time to upgrade the spectator amenities, relocate and repair some facilities and work on track repairs and paving.

“From the responses from our racers and visitors, we know we’re moving in the right direction. It’s an ongoing process, but as long as we can keep the smiles on our customers' faces, we’re assured that our future is looking bright.” IM

Canadian retailer direCtory

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High road Vancouver - Vancouver, BC

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High road langley - Langley, BC

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Kelowna Motorrad - Kelowna, BC

Tel: (250) 860-1111

argyll Motorrad - Edmonton, AB

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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

o ttawa 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

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Carrier BMW - Drummondville, QC

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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

Shannonville’s track layout provides the option to run four distinct configurations.

The Super Series continues to develop the road racers such as Drew Weber (No. 13).

PHOTO BY DAMIEN PERRERIA.

Where touring becomes detouring, and everything is a road.

Harley-Davidson.com/ca