The Motorcycle Times - April 2016 by The Motorcycle Times

volume 7 | issue 03

APRIL 2016

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Abcs sistem ltd. Smart Turn System Abcs sistem ltd., manufacturers of the all-new turn signal cancellation system for nearly all types of motorcycles, announced the release of the Smart Turn System (STS). The STS is a device that analyzes more than 300 different types of data to automatically cancel turn signals if a rider has forgotten to turn them off after making a turn or lane change. By automatically canceling a turn signal, other motorists won’t mistake the intentions of a motorcyclist by assuming an incoming turn when they’re not. The Smart Turn System is a small device directly wired into a motorcycle’s existing turn signal system and its internal sensors capture and send data through a complex algorithm to help determine the bike’s lean angle, heading, vibrations, and acceleration to detect if the turn has been completed and if the turn signals need to be canceled. All of this is done automatically, allowing the rider to focus on the road and enjoy the ride. “One of the most important aspects of riding a motorcycle is safety and we feel the proper operation of turn signals is one of the most critical elements of safe riding. This is why we developed the Smart Turn System, said Miha Kovač, CEO of Abcs sistem ltd.“ Unlike other systems that rely on timers and simple sensors to automatically cancel turn signals, the STS uses several pieces of information and a complex algorithm to accurately determine if the rider has completed a turn or lane change. The STS gives you the peace of mind that you no longer have to look down to see if your signal is activated because it’s automatically canceled.” The STS has been in development for two years, Abcs’s team of engineers has assembled some of the top electronic components and sensors available to ensure the proper operation of the device. Since most motorcycles don’t have a factory-installed turn signal cancelation system, the STS is the perfect addition to nearly any motorcycle. Additionally, the STS can be added to several different motorcycles with a factory-installed turn signal cancelation system to improve their existing system. There are factory systems incorporating some elements of the STS, but none have captured the precise set of information and algorithm required to account for all different types of turns and maneuvers conducted by motorcyclists. The STS will be available for pre-order in April and offered at a discount for a limited-time. After this period, the retail price will be $167. The product will be available for purchase at www.safer-turn. com and at top motorcycle retailers. Installation is simple and can be done by a rider with basic mechanical knowledge of their motorcycle.

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Polaris Launches New Motorcycle and Partnerships

Polaris launches new motorcycles, partnerships with Jack Daniel’s and Red Wing Shoes The collaboration includes a limited-edition Indian motorcycle with Jack Daniels labeling and color scheme. Polaris Industries roared into March full throttle with a new line of motorcycles, first-time partnerships with Jack Daniel’s and Red Wing Shoes and its first showing at the wildly popular South by Southwest music festival in Austin, Texas. It also threw in an acquisition for good measure this month, buying Californiabased Taylor-Dunn, the maker of four-

wheeled warehouse and factory vehicles, for an undisclosed price. The moves continue to diversify Medina-based Polaris, building businesses that are not the off-road sports vehicles that are showing some weakness. Overall corporate sales in the fourth quarter fell 13 percent, with officials warning that this quarter would be tough as well. But motorcycle sales surged 33 percent during the quarter and jumped 67 percent for the full-year. Polaris’ Victory and Indian lines have a long way to go to catch up to industry leader Harley Davidson, which had about

50 percent market share in the U.S. last year. But experts said Polaris’ bold marketing moves should help. Wells Fargo securities analyst Timothy Conder wrote in a recent research note that while the global motorcycle industry is expected to remain “flattish,” he sees Polaris’ Indian brand “gaining meaningful share” and Victory “returning to growth.” The partnership also includes three new models of Red Wing riding boots that will be branded with the Indian Motorcycle logo on the heel and buckles. The partnership also includes three new CONTINUED ON P.03 models

April 2016, The Motorcycle Times – 2

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Polaris Partnerships of Red Wing riding boots that will be branded with the Indian Motorcycle logo on the heel and buckles. Polaris’ biggest move of late is a new partnership with Jack Daniel’s. Polaris agreed to build 150 limited edition Indian motorcycles with “Bottles and Throt1.9%/36 Months Purchase Financing available on all 2015 Honda cB300’s! 2015 goldwing gl 1800alSF tles Don’t Mix” on the front fender and 40th anniversary Edition a list on the back fender of Jack Daniel’s master distillers over the years. The Jack 2015 CBr300rF 2015 CrF250l 22015 Vt750C2BF Daniel signature is etched in chrome and 2015 trX420Fa6 $ * BF2.3HHp BF9.9HHp * $ * stitched in leather. The models sold out in$ $ * $ * $ * $ * preorders $ * on a day when Polaris opened 2.99%/36 MtHS. PurCHaSe FinanCing! March 4 2016. Harley Davidson also has had luck with a partnership with Miller HightranSFEr puMp gEnErator 2014 CtX1300a 20 20114 gl1800BE – F6B 2015 0 5 Ho Honda grom MSX125F Life and a company-branded brewpub. $ * * [and]$ we will * double our market $ buckles. * The alcohol-related efforts of both com- $ crease brand and spending on or Lease it for millions introducing $ * the boot , 2016 trX500Fa7 $ * Indian panies, however, have analysts raising share over the next three years.” models in 2013. There are “They put some real nice touches $on all-new $ * /mth* their eyebrows. The Polaris deals with Jack Daniel’s the boot,” Menneto said. “It’s been just now eight Indian bike models and 13 Vic$500* down 60mths 4.99% Ryan Citron, a Navigant Research ana- and Red Wing Shoes took a few years to great. We started talking to Red Wing tory models. *Lilyst, cencefee(if applsaid icable)andHSText l offers.Offerscannotbecombi nedwith anyotheroffers,programsordiDanscounts andaregooduntput il March31,2016.Downpaymentorequi valenttrade-i n onpurchasefiThey nancingorleaseofare fersmayberequi redbasedonapprovedcredi omHondaFinancialServi cesInc.Sale PriDave ceontheNewMotMurphy orcyclesincludesfreightandP. D.E., ECRF,LicenceAdmi ationFeeandOMVIC Fee.FreiAnd ght&PDE($50/$50/$65/$65/$65/$75/$75/$50/$50/$600/$600) , ECRF(grow, $0/$0/$0/$0/$0/$0/$0/$0/$0/$24. 86/$24.86)and theraonalidea of a Polaris-Jack the numbers will said MenCEO about thisnistrtwo together, he said. meant to t frShoes, Liiel’s cenceAdministrpartnership ation($0/$0/$0/$0/$0/$0/$0/$0/$0/$299/$299)areal l extraonthhim efol owingonth“queasy,” eotherproducts 2.3DK2SCHC/9.9DK0SHC/HRS2164PDC/HS720C/HRR724CW/WB20XK2C/EU2000i TC/TRX420FA6/TRX500FA7) ngofthefolall owinginclmore udealimitedtimerebate or anddiscountof :2.3DK2SCHC$220/9. 9DK0SHCSpeci alPrice/HRS2164PDC$0/HS720C$0/HSS724CW$0/WB20XK2C$100/EU2000i 250/MSX125F$0/CTX1300A$4, 000/GL1800BE$3,introduc500/GL1800ALSF$2,000/ makes neto, 000/CBF250FL$300/VT750C2BF$1, noting that the newest three years ago, about how our brands TC$100/CBR300RF$1, honor three companies that. Priciare TRX420FA6$500/TRX500FM5$1,000.^1.9%ConventionalPurchasefinancingfor36month termappliesto all New2015CBR300Motorcyclesin stock.Downpaymentmayberequired.2.99%ConventionalPurchasefinancingfor36month termappliesto all 2016HondaATV’s.FinancingExamples:$6,000@1.9%/2.99%perannumfor3yearsequals $171.59/$174.46permonth C.O.B.is $177.24/$280.55TotalObligation$6,177.24/$6,280.56.<LeaseaNew2015HondaGoldwing40th Anniversary(Non-Airbag)GL1800ALSFfor60months@4.9%APR noted may see12/kmf the last nventweek ats.12Mont the Daytona together. Youth amidon’t jump century old. easeinception.^>Customermustarrangeforandpayfor(separately andontheirmight wibut th $500DownPayment , totalleaseoblthat igationis $27,marketers 052.20pluswearandtear. 90,000kmAl lowance,chargeof$0. orexcesskilometthan ers.$0Securitay Deposi t andfirstmonthly paymentdueatl own)forfire,theft, colwork lisionandcomprehensi vevehicle insurancecoverage,wi nimumof$1MLijust ability andnomoret han$1,000deducttions ible.Dealerorder/tdebuted rademaybenecessary,if werunoutofi oryofselectedmodel hsHondaPl usExtendedWarranty isoverlap includedatNoChargeonalof l 2014HondaSt reetMotorcycle models.Vehi )andaccessoriesshownareforil ustrationpurposesonly.OfferssubjRed ectto changewiWing thoutnotice,seeusfowill rful details. offer three models of into something like this. You have to Bike Week in Florida. The bikes will audiences ascle(sappealing. Polaris’ new motorcycle models, the Indian Motorcycle riding boots that make sure it makes sense. And it does. It make appearances at events across the 2016 Indian Springfield and the 2017 Vic- pay homage to the bike’s 115-year his- finally came together over the last year. country throughout the year, including tory Octane, have been received well by tory, each retailing for about $320. The We’re excited.” the Barrett-Jackson Auction in Las Vegas industry press and trade shows. Motorcycles are Polaris’ newest prod- in October. Worthington is named after the Spring“It’s safe to say these new product in- field, Mass., street where Indian was uct line. For decades it was mostly known Motorcycles now represent $700 novations and marketing partnerships founded 2015 ninJa ninJa Lake is named 2015 for its four-wheel 2015off road vehicles and million of2015Polaris’s $4.7 2015billion in its in 1901. The 2015 Spirit 2015 ninJa VulCan 1700 ultra 310 lX 300 the Iowa town where 650 the bikes areVulCan 900snowmobiles and are multimillion dollar investments,” after accessories. The VErSyS com- annual revenue. zX6SE aBS 1000ltin VoyagErthis excitement JEtSki (non-aBS)built. The third boot (aBS) is named afterCuStoM said Steve Menneto, president of the now “There was for the first pany entered the motorcycle game * Connelly$ of Owatonna, * $ * when it$ designed* and built$ the Vic- * three years $ of just* getting$ Indian off * the Polaris motorcycles division. “[For] the $ Catherine 1999 Minn., return www.readykawasaki.com on investment what we look at one of the brand’s earliest female riders tory motorcycle. ground,” Menneto said. “Now there’s the Licence fee and (if applicable) and HST extra onThe all offers. Offers cannotMotorcycle be combined with any other offers, programsFive or discountsyears and are goodago until March 2016. Sale Price on the New Motorcycles freightofandreally P.D.E., ECRF, expanding Licence Administration Feethe and OMVIC Fee. Freight &and PDE is [building] strength and *Vehicle [sales] fun business it 31,increased the ante, includes loyalists. Indian logo 430 Hensall brand Circle, Mississauga ($650) and ($299) are allinto extra on theeach Ultra 310LX Pricingand of the following include a limited timebuying rebate of: EX300AFF $1,100/EX650EFF $1,100/VN900CFF $1,000/ZX636FFFA $1,400/KLZ1000BFF $900/VN1700BFF $1,300/JT1500MFF $1,000. 48 Months Kawasaki Protection volume. We project that volume will in-Licence Administration really growing the customer base.” the beloved Indian Motorcycle is embossed heel engraved 905-896-1600 toll Free: 1-855-896-0430

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11,130

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Plan is included at No Charge on the 2015 Ultra 310LX Jetski. Motorcycle(s) and accessories shown are for illustration purposes only. Actual colours may vary depending on availability. Dealer trade or Factory Order may be necessary. Offers subject to change without notice, see us for full details.

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*Vehicle Licence (where applicable) and HST extra. Sale Price on the New Motorcycles includes freight and P.D.E., ECRF, Licence Administration Fee and OMVIC Fee. Freight & PDE ($550/$75/$75/$50/$50/$850/$60/$60), all extra on the following on the other products:YF55GPEL/EF2000iS/EF3000iSEB/YP20GY/PW3028/VX1100BMB/ F4CMHA/F15SMHA). Pricing of the following include a limited time rebate and discount of: (R3 $200/XV250D $250/V-Star 650 Custom $800/FZ8N $1,500/R6 $900/XVS13C $1,000/YF55GPEL $550/EF2000iS $0/EF3000iSEB $350/YP20GY $200/PW3028 $0/VX1100AMB $750/F4SMHA $50/F15SMHA $100). In addition, the following is extra on the YF55GPEL: $299 Licence Administration Fee & $24.85 ECRF. Dealer order/trade may be necessary, if we sell out of our inventory. Vehicle(s) and accessories shown are for illustration purposes only. Offers good until March 31, 2016 and are subject to change without notice, see us for full details.

www.readyktm.com 430 Hensall Circle, Mississauga 905-896-1600 • Toll Free: 1-855-896-0430

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*Vehicle License Fee (where applicable) and HST extra. Some of the prices include limited time Factory Incentives: 390 Duke $0/250 SX-F $1,500/690 Duke $0/350 EXC-F $0/690 Enduro $0/Super Duke R $0.Offers good until March 31,2016.

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yamaha pressure 2015yamahar3 2013yamahaV-Star 2013 yamaha 2013 yamaha 2014 yamaha 2013 yamaha 2014 yamaha grizzly generator transfer/Waterpump Washer EF2000iS $ * 250ccCruiser V-Star 650 Custom Fz8n r6 1300cc Stryker 550EpS - yF55gpEl 3000pSi/2.8gpM EF3000iSEB yp20gy Black Coloured $ * $ * $ * $ $ * $ *$ * * $ * $ * $ * $ * , Body add 100

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*Vehicle License fee (where applicable) and HST are extra. Vehicle(s) and accessories shown are for il ustration purposes only. Pricing includes factory incentives. See us for full details. Offers good until March 31, 2016.

2015 390 dukE

plus get a 2.5 year 3,901Km W $ * arranty.

11,700

5,054Km

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2013 - 690 dukE

4,023Km

2015 gSX-r600

plus get a 2.5 year * Warranty

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plus get a 3.5 year W 3,804Km arranty

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3,824Km

9,900*

7,300

2015 tu250XlS $

2015 SFV650a

2015 rM-z450 $

2014 1290 SupEr dukE r

2016 690 Enduro

2016 350 EXC-F

6,320* $8,200* $9,599* $12,369* $12,995* $19,765* 2015 V-StroM 650X EXp

2015 V-StroM 1000

2015 ggSX-S750a

2014 250 SX-F

plus get a 3.5 year W 2,353Km arranty

2015 Vz800

7,000

1,176Km

4,499*

plus get a 5 year warranty

plus

2015 a 5 yegeart dl650al5 warranty 3,419Km

7,299*

3 – The Motorcycle Times, April 2016

CONTINUED FROM COVER

April 2016 , The Motorcycle Times – 4

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The Motorcycle Times is published 11 times a year from Feb thru December.

scott macdonald EDITOR

You’ve got a long way to go As with all new riders, this newfound fascination with motorcycling has you chomping at the bit to get out and ride until your behind is numb beyond recognition. And then you want to go out and do it again. Nothing can come between you and the open road, or any road for that matter. You’re a beginner motorcyclist, and you are convinced you’ll never grow tired of this two-wheeled passion. But heading out for a ride without really thinking about what you’re getting yourself into is asking for trouble, or worse, a trip to the hospital or a permanent dirt nap. There are a long list of stupid mistakes new riders make in their first six months, and they’re not nearly as obscure as you might think. I’ve compiled a list of the most egregious and detrimental mistakes, and it’s not a terrible idea for you seasoned riders to review it too. The Motorcycle Safety Course is for Losers One of the dumbest things you can do is think you’re “good enough” and you don’t need some lousy beginners course. Here’s where you’re wrong. What you’ll learn in one weekend will teach you the essentials of safe riding for a lifetime. They’ll teach you that your most important safety gear is between your ears. Use it, sign up, and show up. I Want to Ride Everywhere! Yes, I get that you’re excited. Hell, my pulse still races with the thought of getting out for a good ride. But you’re not ready for every riding condition or situation just yet. Get your riding practice in ever-increasing levels of difficulty, but only

when you’re ready. Don’t start out riding in the city in rush-hour traffic. Ride at your current skill level and then when you feel you’ve progressed in skill and awareness, edge forward. Unforced errors are stupid and dangerous. Small Motorcycles are Lame Don’t let your first bike be a Hayabusa, or even a big cruiser for that matter. Get yourself a starter bike, you won’t lose your dignity. If you get a starter bike and want to move up after your skill level improves, then you can always sell and upgrade. Everyone Can See Me Yes, you’ve now reached all new levels of coolness, but that doesn’t mean people can see you when you ride. In fact, you should assume you are invisible to them. Assume that people will cut you off in traffic, pedestrians will walk into your path, and you’ll just plain be ignored whenever the opportunity presents itself. I Don’t Want to Spend More $$ on Gear Your old man’s half helmet and your old jeans and leather jacket are enough, right? Wrong. The right gear can save your life or help prevent serious injuries. Spend the money to do it right the first time. Wearing the proper gear will help you survive your beginner riding days. I Want to Bring Someone With Me Yes, taking your girlfriend or your buddy along on the back of your new steed is tempting. You can show off. You can reveal how skilled you are

and you can both end up as street pizza since you’re in no way ready to take on a passenger. The physics of riding changes, and chances are your friend doesn’t get how to be a good passenger yet either. Heck, they might even talk to you, which adds an unnecessary distraction this early in your riding experience. Don’t think about group riding, you’re still learning how to ride safely and pay attention to your surroundings. Riding in Traffic is Just Like Driving a Car If you think riding a motorcycle in traffic is as easy as driving a car, then get off now. Your level of awareness has to increase about tenfold in order to ride safely. You have to be far more aware of how traffic flows, road conditions, pedestrians, expansion joints, railroad crossings—and pretty much everything else. Not only do you need to see, remember, you also need to assume you are not seen. I’ve got Great Reflexes Keeping your finger on both the brake and clutch levers is beginner’s brilliance. That split second it takes to even think about it could mean the difference between life and death, injury and avoidance. It removes one entire step in the reaction process. Rather than having to move your fingers into position to activate either, they’re already there. It’s a good practice that reminds you never to be lazy when you ride. Last but not least, enjoy your new freedom and the camaraderie that goes along with motorcycling.

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So, after months and months of our crappy winter weather, you decided you want to ride a motorcycle. You saved up your pennies for the safety course. Now an exciting new world awaits you with leather jackets, curvy roads and helmet head? But wait, there are a few things no one told you about becoming a biker. So listen up friends... 1. Bees & Animals Bees are a pretty innocuous creature, as long as they’re in the backyard. Get on a motorcycle, though, and the humble bee is transformed into a weapon of torture. At anything over 15kph, a bee hit on any exposed body part will feel — and this isn’t an exaggeration — like you’ve just been shot with a rubber bullet. All of that takes place while you’re attempting to operate a complex machine in traffic with nowhere to pull over safely. Bees will always find a way in, no matter how well you think you are protected. Up your sleeve, your collar, your helmet etc. You’ll feel it fly/walk around and then the piercing stings. When you are able to pull over safely, car drivers will pass by puzzled by the odd, leather-clad biker frantically stripping on the roadside while hopping around beating him/herself. Animals, too, have been put on this planet to perform Kamikaze missions on motorcyclists. Deer, sqirrels, skunks, raccoons and various other creatures walking, running, and even flying will wait for you and when it’s far too late for you to take evasive action, they’ll fling themselves into your path. Even domestic animals like to get in on the act. Cats will test your reflexes by bolting from underneath cars to underneath your wheels.

2. You’re An Expert Meteorologist Forget the TV weatherman, you’re going to develop a better ability to read the weather than anyone with an actual degree in the field. And that’s because the weather is now absolutely critical to your day-to-day life. Can you make it home from work before the storm hits? If so, what’s your latest time of departure, chosen route and necessary average speed to make that possible? Will it dip below freezing on your commute tonight? If so, should you pack your heated gloves or is the ride short enough for simply your heavy duty winter ones? Is the rain today going to be light, can I get away with leathers or heavy, do I need that Bibendum suit? Slicks, road tires, intermediates or full wets at the track day next week? You’d better know because that deposit is non refundable and it takes four days for tires to arrive. 3. Say Goodbye To A and B Before you had a motorcycle, you always tried to find the quickest and most direct way to get around. Now that you have a bike, you’ll be willing to go 100 miles out of your way to visit a store or restaurant that has the same stuff as the one in your neighborhood. You’ll find yourself amongst strangers and in strange places that you never knew existed, just because. You’ll tell your family you’re just going out for a quick ride, then return hours, sometimes days later. And it won’t matter, because you were riding. 4. Manholes, Paint and Tar Snakes Utility companies go around placing large, slick metal plates in the road, precisely where motorcyclists need to ride. A wet manhole (no sniggering) becomes a deadly skating rink. Put a foot on one and you could drop your bike. Hit one while turning and you’ll be laying on the ground. Road markings take on a new life in the wet,

too. Nearly as slippery as manhole covers, they can make the back end of your bike weave around as the tire hunts for traction. Even under the gentlest of acceleration. And then there are tar snakes: cracks in the road filled with liquid tar. In the summer, it melts and feels pretty like slime. You’ll find them in the apex of a corner or downhill, approaching a corner, where you want to be braking, so keep your eyes open. 5. Friends & Strangers You scrimped and saved to buy your first bike, and now your friends want in on the action. No, not by going out and buying their own, but using your new pride and joy. Most are just going to want to pose for a new Facebook profile picture, but some are going to swear riding competency and want to take it around the block. Don’t let them, they’ll inevitably return holding only the (now detached) handlebars and a story about how it’s not their fault. 6. You Become A Better Car Driver Before you bought your bike, you were content to be a sheep. You’d complain, of course, other people’s driving was never as good as your own. You just stay stuck in the flow, merrily texting and tailgating away. But now that you’ve ridden a bike? You’re suddenly hyper aware. Not just of the risks and the bad driving and that nasty pothole six corners ahead. That guy in the $100,000 Porsche? What a poseur, that thing is slow. That guy driving the eight-passenger SUV all by himself? 7. Waving Etiquette Visit any forum and you’ll find a novel-on the rights and wrongs of whom you should acknowledge while out on your motorcycle, and how. Should you wave at people on scooters? Will that thug on the sportsbike come chasing after you should you fail to salute? If they wave at you, wave back. If you see another rider approaching a speed trap, it’s your sacred duty to tap the top of your helmet. Got that?

8. Working On Your Bike Your new motorcycle likely came with an owner’s manual, full of specifications, technical drawing and suggestions on how to not end up with a worthless pile of parts stacked up in your driveway. How hard can it be to change your oil, anyways? Take the time to read up about any work you want to do online, talk to knowledgeable friends and spend some money on acquiring the correct tools. And yeah, then it’s not that hard. There’s no obligation to take your bike to an authorized dealer and working on it yourself won’t invalidate your warranty, provided you don’t screw it up. 9. Your Bike Is Stronger Than You Think Oh my god, you hit the rev limiter! Forgot to adjust the chain! Your tires are 2psi off! Relax. Your motorcycle is a lot tougher than you think. It’s a highly capable feat of modern engineering and, part of its design process is devoted to making it stand up to your ham fisted abuses. Yes, you can take your bike on a trackday. Yes, you can take it on that weekend road trip. Yes, you can ride it fast and hard and put it away dirty. Your bike’s not going to melt in the rain. 10. The Boogers Probably the least glamorous part of riding a motorcycle is the stuff that’s going to start coming out of your face. Live in a city? You’ll be inhaling so many carbon particulates that your nose will quickly clog up with black goo, then start leaking it down your face. Ride in the cold? Your nose will run the entire time. Kicking the snot off your upper lip will keep it from spreading across the rest of your face, then drying into a crusty mess. After every ride, you’ll blow your nose and it will come out black, brown, yellow and, if you’ve been riding anywhere dusty or around a nasty chemical plant, likely red too. You need to carry a hanky and you’ll need to wash that hanky every couple of days, because you will be using it, heavily.

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5 – The Motorcycle Times, April 2016

Top 10 things you need to know

Dogs will feel it’s their duty to hunt you down and chase you.

April 2016, The Motorcycle Times – 6

MotorcycleNews Mix - 0/35/85/0

Husqvarna TR650 Terra & Strada Motorcycles Recall KTM North America – the parent company of Husqvarna – has recalled 20132014 Husqvarna TR650 Terra and TR650 Strada motorcycles due to unexpectedly stalling. KTM says 1,015 TR650s are included in the recall. The affected motorcycles were built from Jan. 1, 2012, to Dec. 31, 2013.

KTM says a stall may increase the risk of a crash. The remedy for this recall is still under development. The manufacturer has not yet provided a notification schedule. Owners may contact KTM customer service at 1-440-985-3553.

Erik Buell Racing Re-Starts Operations in the US

Hero MotoCorp’s former technological partner Erik Buell Racing (EBR) has commenced operations once again after announcing bankruptcy in April, 2015. The American motorcycle maker was purchased by Liquid Asset Partners with all formalities completed early this year and has helped lease a new life into the company. EBR’s East Troy, Wisconsin factory resumed production on March 1 and the first motorcycle is said to roll off the assembly line on March 17. This is certainly good news for existing and potential EBR customers, especially since there was uncertainty with respect to the bike maker ever making a comeback. More so, since the company confirmed that the spares will be available once again, while warranty issues are being handle on a caseby-case basis. The new owner, Liquid Asset Partners has not only brought financial stability to the ailing motorcycle brand but also has a new multi-year plan in place with a 5-10 year vision and plans to open new dealerships to retail the lineup of super bikes from the manufacturer. EBR’s operations continue from where it left off last year as the Wisconsin facility producing the 1190SX and 1190RX bikes. In a statement released earlier this week, the bike maker said that it was taking steps to identify the 2016 top US dealers and was working with them for the re-launch. Customers can buy from these new dealers that will strengthen the company’s position. The relaunch also spells good news for EBR’s racing plans with the bike maker doing well on the track prior to announcing its bankruptcy. Founder of EBR, Erik Buell will continue to serve on the company’s new operations and will serve as the Chief Technical Officer (CTO). With the company coming back

to life, Buell said, “I have dedicated my life to this and want to get the word out on how great our motorcycles are.” Liquid Asset Partners has organized a Press day on March 18 that wherein the newly produced bikes will be showcased along with factory tours, EBR team meet and free food. The new owners also plan to sell the assets including machinery, tools, among other equipment that is excess to the current factory’s production capacity and will be sold through a public liquidation in around 30 to 45 days. EBR’s association with Hero was expected to reap brilliant results for the latter, especially in the production of performance motorcycles. The HX250R and the Hastur were early examples of the same, but sadly, neither of the models have made it to production yet. Nevertheless, Hero has been using time well to set up its own R&D facility in India that will go on the floors in the following days Erik Buell Racing, or EBR Motorcycles, has announced the 2016 pricing for two motorcycles as production begins in East Troy, Wisconsin. The first motorcycle to roll out of the production line was a limited edition EBR 1190RX with an American flag paint job, highlighting the fact that EBR Motorcycles are designed and hand built in East Troy. The two models are the 2016 EBR 1190RX and EBR1190SX, and priced in the US at $12,995 (around 8.67 lakh) for the EBR 1190SX and $13,995 (around 9.34 lakh) for the RX. The bikes use a liquid-cooled 1190cc V-twin engine, with four valves per cylinder making 185bhp of power and 138Nm of peak torque. The RX is a fully-faired sportbike while the SX variant is modelled on the lines of a “naked street” or “streetfighter”.

Royal Enfield working on 650cc motorcycle; to be launched by 2017

Eicher Motors-owned Royal Enfield has been growing at a swift pace of over 50% in the past five years. With a target to become a global leader in the mid-sized motorcycle segment, Royal Enfield has been aggressively expanding its global footprints across Europe, Latin America, Middle-East and South East Asia. In an attempt to achieve this goal, the Chennai based two-wheeler manufacturer is reportedly working on an all new 600-650cc motorcycle. A report in the Economic Times read that Royal Enfield’s R&D centre in the UK is currently working on this project, which will be the torchbearer for the over-500cc motorcycle segment for the company. The purported motorcycle will feature twin-cylinder and the launch of the motorcycle can be expected in 2017.

Unlike the current range of Royal Enfield motorcycles, the new 650cc motorcycle will be designed and developed for global markets such as the North America. and the UK. The information makes it clear that Royal Enfield is targeting to make a dent in the segment which is the domain of HarleyDavidson and Triumph Motorcycles. This is reported as the most ambitious effort yet by Royal Enfield as it targets the world’s numero uno position in the mid-sized motorcycle category of 200cc to 750cc. In 2015, Royal Enfield sold over 4.5 lakh motorcycles across the globe and also announced its plan to produce up to nine lakh motorcycles by the end of 2018 from two of its existing manufacturing facilities and a third upcoming facility near Chennai.

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Government response regarding HOV and Motorcycles... Thank you for your email to the Ministry of Transportation (MTO) about motorcycles in high occupancy vehicle (HOV) lanes. I have been asked to respond on the ministry’s behalf. The main objective of the Ontario highway HOV lane system is to help move more people in fewer cars through congested areas, and encourage transportation alternatives to driving alone. As you know, HOV lanes on provincial highways are reserved for any passenger vehicle, including motorcycles, carrying at least two people. Allowing motorcycles with a single-occupant an exception to use provincial HOV lanes could lead to a reduction in time savings for carpools and buses and, therefore, reduce the incentive to choose one of those alternatives. Transit vehicles and carpool vehicles remain a priority for the provincial HOV lanes. As recently announced by the Minister of Transportation, starting in the summer of 2016, single-occupant vehicles, including motorcycles, will be able to use HOV/ HOT (High Occupancy Toll) lanes on the Queen Elizabeth Way (QEW) for a fee as a pilot project. More specific updates on this pilot will be coming in the spring of 2016. By providing commuters with more travel choices — in addition to transit, HOV lanes and now HOT lanes — we are helping to manage congestion in order to keep the region moving and improve the quality of life for all Ontarians. We do understand your concern about motorcycle safety, and we can assure you that while Ontario roads are among the safest in North America, the ministry continues to look for opportunities to

improve road safety for all users, including motorcycles, and as such appreciates your comments. MTO continues to work with stakeholders and community safety organizations to promote better driving habits of all drivers through public education programs. Safety tips have been posted to our public website and focus on the importance of sharing the road safely with small vehicles. Also, during the motorcycle-riding season, the safety messages on MTO’s COMPASS signs remind motorists to check for motorcycles and to give them space. As part of their regular duties, Ontario Provincial Police (OPP) has committed to patrolling, enforcing, and promoting safe use of Ontario’s highways by all users. We will continue to work with the OPP in an effort to enhance highway safety. I am pleased to advise you that the ministry has initiated a comprehensive review of the HOV lane network program. In this review, we will evaluate performance and usage of HOV lanes, and examine HOV lane policy, including potential exemptions for special vehicles/groups of people, including motorcycles. Ministry staff will consider experience from other jurisdictions, as well as input from various stakeholders and the public. For more infor www.mto.gov.on.ca/english/ontario-511/hov-lanes.shtml. I hope that the above information provides some insight as to why the ministry is reserving HOV lane access for carpools and transit vehicles. Original signed by Tija Dirks, Director

Samsung’s Smart Windshield is a high-tech display for motorcycles

Samsung’s electronics appear in a staggeringly wide range of products, from competitors’ smartphones to offshore oil rigs. Now, they’re working on a high-tech update to motorcycle windshields. Samsung calls it the Smart Windshield. They like to think of it as “a new concept of safety on two wheels,” though at first blush the idea of putting anything that might provide additional distraction in front of a motorcycle rider’s face hardly seems like an improvement in terms of safety. The Smart Windshield does try to keep things as clean as possible. What a rider sees is a lot like driving mode on a smartphone: incoming calls and text messages can be displayed in big, bright type — and they can be responded to automatically to let people know that you’re focusing on being a safe motorcyclist and will get

back to them later. Navigational help can be projected, too, as a simple compass or as turn-by-turn directions that update in real time. One big difference between Samsung’s Smart Windshield and the massive screens that you’ll find in a lot of today’s cars is that it’s not a panel. Instead, Samsung is using a pico projector to shine images up onto the Smart Windshield’s display area. That’s one of the smartest things about Samsung’s Windshield: it doesn’t require motorcycle manufacturers to make a ton of changes to their designs. Apart from the projector, no other electronics would have to be added: the rider’s smartphone and a companion app take care of putting together the information that needs to be displayed and beaming it over to the projector.

SPIRIT LAKE, Iowa | The three assembly lines of the Polaris Industries plant in Spirit Lake are now exclusively producing Indian and Victory motorcycles. The other Polaris motorcycle line, the sporty three-wheeled Slingshot that began production here in late 2014, is now being produced in nearby Milford, with plans calling for that line to be transferred to a new plant in Huntsville, Alabama, when construction is completed later this year. This is the first time in nearly two decades that the 400,000-square-foot Spirit Lake facility has focused exclusively on one product. The plant produced personal watercraft when it opened in 1994, and had made nearly every other Polaris since then. “We are out of off-road vehicles all together,” director of operations John Dansby said. “So our plan is to grow the motorcycle business from this facility, and keep all the capacity we have for that purpose.” With about 1,000 employees, the Spirit Lake plant is designed to “level off on production of about 900, two-wheel units per week,” Dansby added. The Indian line includes the middleweight Scout, which has its own production line, while the other Indian models are produced interchangeably on another, as are the Victory bikes on a third line. In addition to the optional accessory packages, each line sees a variety of different chassis with very different manufacturing plans and checklists that are delivered to the assembly crews at computer stations all along the line. Assistant plant manager Anthony Stecker, who has been with Polaris about nine years, agrees with Dansby about the importance of growing the motorcycle business. “Even with the downturn in motorcycle sales nationally, our volume in this facility has still grown year over year,” Stecker said. Sales are growing, Dansby said, because the brand is gaining momentum. Polaris has been manufacturing the Indian brand for only a couple or three years, he said. “But we’ve been building Victory for a while. And we’re seeing growth year over year. The Indian and Victory brands are now the oldest upstarts in the business.” Speaking of assembly line crews in both the Spirit Lake and Milford plants, Dansby said, “they love the product. And they support the product with their purchasing dollars.” “We have a check-out program, as well, so employees are able to enjoy Polaris products on the weekends with their families. It gives them an opportunity to enjoy the products -- as well as share them with their friends. It’s also a tool to introduce them to the public.” Spirit Lake director of operations John Dansby came to the 400,000-square-foot manufacturing plant in July 2015 after 32 years with General Motors, and a few more at Harley-Davidson, following his retirement from GM. Dansby said he used to have a Harley, but, “I have an Indian now.” “It rides much better,” he was quick to add.

7 – The Motorcycle Times, April 2016

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April 2016, The Motorcycle Times – 8

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The Motorcycle Times is looking for a few good writers. If you think you have what it takes to be a part of our team, send in a sample story to: editor@themotorcycletimes.ca Ya never know, maybe there’s a hidden Woodward or Bernstien in you somewhere.

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So What’s in a Name?

With spring firmly set upon us, this is where the usual rants about bike prep and being cautious start. There has already been some major crashes involving motorcycles and the season hasn’t really officially started yet. I really don’t feel the need to say much more about this, other then to please make sure your bike is safe and ready for the upcoming season, and please remember be seen, be safe. Don’t end up being another statistic. We all know the usual spring routine after all. For the past several years I have contemplated getting the logo of my motorcycle tattooed somewhere on my bloated carcass. My bike (a Honda CBR 1100XX Super Blackbird) is a bike I lusted after until I got one, plus the XX logo is kind of cool. When I was originally speaking to the tattoo artist who eventually tattooed me, I ended up getting something different, totally unrelated to motorcycles, but much more suited to me. This also eliminated the inevitable, “Why do you have that tattoo, you don’t even own a Blackbird?” if I ever sold it or got a different scoot. It got me contemplating motorcycle names; where do some of them come from? Who thinks them up and why? I know Suzuki named the Hyabusa after a falcon whose main prey is blackbirds and in so doing flipped Honda off with a middle finger in the face, when they dethroned the ‘bird as the fastest production bike. Don’t care, still love my Blackbird. Including its mile long name. But what about something like a Yamaha R-1? Considering the bike’s track heritage, maybe the R stands for race? Makes sense to me, as does the RR in Honda CBR 1000 RR. Race ready makes sense too, but still not sure about the CBR part. I did see some cool graffiti at a steel company that proclaimed someone as Crazy Beard Racing, which is quite possibly the greatest name for a race team since Body Bag Racing. But I am fairly confident there is not a Honda Crazy Beard Racing 1000 Race Ready. At least none that Honda is advertising. Frankly, if there was, I expect it would be the best selling bike of all time. We seem to be lacking in tough names for bikes that reflect the don’t like me? Don’t care, right in your face, badass attitude that shock and awe and throw the gauntlet down to any who question it. You know, the kind of name that would make my mom go “Oh Timmy, you shouldn’t be

riding that.” The kind of name that makes mother whisk their kids off the street in terror. Certainly there are exceptions to this and every rule, but think about it for a moment. Consider the Hesketh Vampire; now that is a motorcycle name. A climb up the walls, turn into a bat; twist Renfield’s head off kind of badassery of a name. The only thing that will stop it is a stake through the heart. Something like GPz suddenly loses its flair when compared to the Vampire, and because I have a 12 year olds sense of humour, the Grand Prix in GPz will always be pronounced Grand Pricks. So feel free to ride your Grand Pricks while I saddle up the Vampire. BTW I also still get a chuckle out of farts and poopie jokes. Think about Bough Superior for a moment. Anyone with any knowledge of history and motorcycles will immediately associate the Superior with Lawrence of Arabia. For those who don’t know, T.E. Lawrence was a huge pain in the butt for the Ottoman Turks during the Sinai and Palestine Campaign and the Arab Revolt against Turkish rule of 1916–18., using not only his hit and run guerrilla tactics, but his vast knowledge of the Middle East to do his part to defeat them. Frankly I think old Lawrence could of rode a Scooty Poot Rainbow Love Pony and it would have been badass just by the mere association with him. Sadly we lost Lawrence to a motorcycle crash on his beloved Bough. Some what fitting I suppose, for a man who lived on the edge. Now, with all do respect to my friend John, let’s consider the Honda Valkyrie. Sounds pretty badass, huh? The screaming, female, winged warriors of Norse legend. Valkyrie had the task of choosing who lived and died in battle. Oh yes! But wait, Honda pinned that name on rolling lazy boy chair. Maybe a better name would’ve been the Rolling Fat Man with Ear Hair (sorry John, I’ll understand if you punch me in the arm). Are the days of the Vincent Black Shadow and the Flying Merkel or the Cyclone, or the Commando or the Thunderbird gone forever? In today’s cookie cutter style of CBR,YZ, MX, LMNOP and what ever other alphabet soup names motorcycles have adopted, it seems the days of motorcycle ferocity may be lost forever. I certainly hope not. There is always hope. Now if you’ll excuse me I have to get my Honda Tweety Bird out of storage

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9 – The Motorcycle Times, April 2016

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April 2016, The Motorcycle Times – 10

RoadTrip Mix - 0/35/85/0

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A Tale of Two Bikes

Algonquin and Georgian Bay Wanderings charlie ambrose

CONTRIBUTING WRITER

“It was the best of times, it was the worst of times, it was the age of wisdom, it was the age of foolishness” (C. Dickens). The plan was hastily hatched but consisted of tackling the Ontario Park-to-Park Trail in its entirety on dual-sport motorcycles, from Algonquin to Killbear Provincial Park. My riding companion, Travis, rolled into the driveway on a faded red (pink) KLR 650 with worn soft-bag panniers slumped over the back, and a spider’s web of bungee cords securing his sleeping bag and tent. I wheeled my jet-black Triumph Tiger 800XC from the garage, and proceeded to load my new hard-case panniers and tank-bag with more gear than our four-day trip warranted. The spirit of the trip could be summed up by the J.R.R. Tolkien sticker on the rear of the KLR: “Not all who wander are lost”. The Park-to-Park Trail was established in 2001 and runs through approximately 230kms of off-road terrain, linking several pre-existing trail systems. Converted from the old railway line of the once dominant OA&PS (Ottawa, Arnprior, and Parry Sound Railway), the Seguin Trail makes up the middle 75kms from Hwy 400 to Hwy 11. The railway had once connected large boats in Depot Harbour, full of grain and lumber from the west, with trains departing eastward every 20 minutes. Timber from what is now Algonquin Park was also transported to the Ottawa valley and further afield such as New England. This railroad history of the region allowed the abandoned rail-

ways to be converted into a myriad of modern day recreational opportunities. With multiple trailheads it is possible to ride only portions of the trail, but we planned to experience as much as possible. First we headed north from the Belleville area toward Bancroft on a combination of snowmobile trails and highway. Both bikes performed admirably and lived up to their dual sport name by transitioning seamlessly between road and trail. The first challenge came near Marmora as we rounded a corner of the trail and came upon a large flooded area. As we examined the fairly shallow but lengthy crossing two thoughts were circulating in my head: “I can do this” followed immediately by “this could be a disaster.” Eventually the quest for adventure (foolishness?) won out and I was fighting to maintain momentum while bouncing an overloaded bike over submerged boulders. The KLR seemed to have less trouble as Travis plowed through the flooded area. Small victories brought smiles to our faces as we continued toward the dark storm clouds to the north. After adding some last minute supplies in Bancroft (beer), we headed toward the great bastion of Canadiana known as Algonquin Park. We cruised past the canoe outfitters and boreal forest and toward the threatening skies, which were now spitting rain. At one point, there were a dozen cars pulled over with tourists craning their necks and cameras toward the woods. We pulled over briefly to see what all the fuss was about, and noticed a large adult moose grazing near the paparazzi. The scene (other

than the tourists) clearly signalled that we had arrived amidst the natural landscapes depicted by the Group of Seven, who had famously painted the area nearly a century ago. We had booked our campsite at Canisbay Lake in advance, but as we drew nearer the menacing thunderclouds rumbled and flashed and unleashed a fury of wind and rain. Soaked, we continued riding through the downpour in terrible visibility before we noticed a sign for the visitor centre, a potential refuge from the summer squall. As we ran into the building, we noticed several other riders huddled inside. It was a good opportunity to warm up with some hot chili, and wander through the many exhibits. Before long the weather either cleared or we convinced ourselves it had out of impatience. Either way, we eventually arrived at our campsite and set up our tents in the rain, bracing for a chilly night. Riding through Algonquin Park the next morning was spectacular as the rising sun illuminated the remaining water droplets in the trees and grass, and the morning fog clung to motionless lakes. The Tiger felt right at home on the curvy Parkway, and the extra horsepower left the KLR fading further with each occasional glance in the mirror. The panniers automatically shifted position as I leaned into the curves, allowing the bike’s centre of balance to remain perfectly aligned. In Hunstville we each obtained 2-day trail passes and proceeded to look for the trailhead. After stopping to check our map several times, an old Buick rolled up be-

side us. A local man of about sixty leaned out the window, “Where you boys headed? Ahhh…. yes. I know the trail, used to ride it on a little Honda. Follow me”. The adventure had just begun and we had already become lost (temporarily unsure of position) and had been treated to the generous assistance of a stranger. A common thread throughout these Ontario meanderings was the curiosity and enthusiasm we continually experienced from those with some interest in the world of motorcycling. At the campgrounds our neighbours would wander over to chat about riding, their past adventures, or future plans. While parked roadside with our map spread out (the universal signal of being lost), a nearby homeowner would wander over to inquire about our trip. “How long are you guys travelling for?” I longed to answer “four months” rather than “four days”. Adventure motorcycles loaded with gear and covered in dirt really cause people to get excited, which only enhanced the journey and gave it greater meaning. The Huntsville man led us to a steep and rocky trail that twisted up into the hills, and we eagerly began our forays onto the Parkto-Park Trail. It proved to be a challenging start however, which involved one of us riding and the other running alongside to lend muscles when required. The weight of the Tiger became a real impediment, and for the first time during the trip I doubted my machine. The trail was better suited for quads or much smaller dirt bikes. The KLR, lighter and equipped with off-road tires, tackled the terrain with less difficulty. Even as the

11 – The Motorcycle Times, April 2016

trail flattened out, the loose sand presented a constant challenge. I wobbled along but could not maintain the same speed as the KLR, and I cursed myself for packing a cooking stove and other overly indulgent items. Portions of the trail were flooded from the previous evening’s storm, but we took our recent experience in Marmora as proof that we could handle it. This confidence, misplaced or otherwise, caused us to attempt a lengthy crossing in knee-deep water. Somehow I maintained momentum and emerged on dry land unscathed. The adrenaline flowed as we used the bikes to their full potential (or at least to their riders’ full potential), but Travis put our situation into perspective: “We should take note of the fact that our confidence is high right now, and just be aware of that moving forward”. The sand continued to pose a problem for the heavy Tiger, and I dropped it several times. Travis would dismount when he noticed I’d fallen and run back to help. On one occasion he failed to notice and sped around the bend ahead. I struggled in vain to lift my behemoth of a bike, but lucked out as a quadder appeared on the trail and witnessed my futile situation. I was quickly aided, but was dismayed to see my panniers severely dented. “It gives it character” I tried to persuade myself. I was starting to accept the fact that my “adventure bike” may be slightly out of its element. The plan of riding the entire Park-to-Park trail was scrapped as we experienced further flooding and exasperation. Instead we opted for paved, twisty roads near Sequin Falls and I could feel the smile returning to my face. Once again I leaned confidently through the corners and joyfully accelerated out of them. We continued to ride a mixture of trail and road until we reached the Parry Sound KOA, where the evening was spent swimming in nearby Rankin Lake and trading tales from the day. The following morning the plan of riding to Killbear Provincial Park was abandoned in favour of meandering to the south. We soaked up cottage country and enjoyed the laid back pace of Muskoka. Unfortunately, following the Georgian Bay coastline south from Parry Sound was impossible due to the uneven coastline and lack of roads, but we avoided Hwy 400 as much as possible and headed toward Gravenhurst. This is when the KLR decided to break down, and we toiled roadside in the midday heat to figure out the problem. Lacking the proper wrench to remove his seat, Travis resorted to a running start and made it to the nearest hardware store. Through the kind assistance of someone loaning us a wrench, the seat was removed and the problem discovered…rusty battery terminals. That evening we set up camp in Awenda Provincial Park on the northern tip of Penetanguishene Peninsula. A refreshing dip in the clear waters of Georgian Bay was a perfect end to the day. The sunset filled the sky with shades of red and pink, and I reflected on the trip. It had only been a few days, but we had faced several challenges and persevered. The trip had not gone exactly as planned, but we had learned something about the limitations of our bikes and ourselves. The old KLR 650 had been a jack-of-all-trades but master of none. It handled the dirt decently, but shook and vibrated along the highways. The newer Triumph Tiger had revealed the struggles of off-roading with a heavy bike, but had performed excellently on the curvy backroads. Dual-sport bikes come in many shapes and sizes, and choosing one comes down to a personal preference and a judgement call. There is no perfect bike that will excel in all situations, but rather several compromises that must be made. As Tolkien put it: “It’s a dangerous business going out your front door”, but “little by little, one travels far”.

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GP BIKES 1100 Champlain Crt., Whitby 905-428-8983 or 866-475-7111 www.gpbikes.com

CLARE’S CYCLE & SPORTS LTD 799 Highway 20 West, Fenwick 905892-2664 or 888-663-6135 www.clarescycle.com

READY KTM 430 Hensall Cir., Mississauga 905-896-1600 or 855-896-0430 www.readyktm.com

April 2016, The Motorcycle Times – 12

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Let’s look at this as an informative lesson will say it was one of my favourite to ride for for the ladies. Being a lady rider myself (and comfort. You sat ‘in’ the bike, rather than ‘on’ a relatively new one at that), I can relate to it, as my boyfriend says. the inundated feeling you get when conThe Suzuki Boulevard S40 or the M40 are sidering that first ride. I’ve met a number also a smart choice. A true classic, American of women riders as of late, and a number of style ride, the S40 has a strong single-cylinthem have asked me what I thought would der engine that gives you a low-end to midbe the best idea for a starter bike for a petite range torque woman. (I’m only 5’2” and 120 lbs.) I, myself for SYSTEM you to truly enjoy as aDYNAMIC cruiser. And VEHICLE STABILITY SEMI-AUTOMATIC POWER STEERING VEHICLE STABILITY SYSTEM SEMI-AUTOMATIC TRANSMISSIONTRANSMISSION DYNAMIC POWER STEERING am on my third motorcycle,Anand I’m system glad atNo only 381 lbs, can navigate the twists An automotive-like system No clutch lever or foot shifter here. Adjusts required effort through automotive-like clutch lever or foot shifteryou here. Adjusts required effort through integrating stability, traction Yourup leftand thumb your acceleration, and steering stability, traction Your left thumb shifts yourshifts up and acceleration, speed andspeed steering that I waited until I’d ownedintegrating couple and turns offorefinger those winding roads with braking forshifts an down. shifts long, down. Withangle reverse. angle comfort data. Moreand comfort and andaanti-lock brakingand for and an anti-lock forefinger With reverse. data. More improved control. incredibly confident ride. incredibly confident (Manualride. available) (Manual available) improved control. gained some experience before jumping into ease. the Harley that I wanted. The Harley 883, sportster SuperLow is my VEHICLE STABILITY SYSTEM SEMI-AUTOMATIC TRANSMISSION DYNAMIC POWER STEERING So, I’ve done my research and I’m going forleveryou kiddies. An automotive-like system choice No clutch or footdie-hard shifter here. Harley Adjusts required effort through traction Your left thumb shifts up and your speed and steering to provide the women readers integrating with astability, list of This is considered the acceleration, company’s entryand anti-lock braking for an forefinger shifts down. With reverse. angle data. More comfort and incredibly confident ride. (Manual available) improved control. ideas. Guys, this could be helpful should level model. Harley-Davidson is known to you be helping your lil lady to find her per- make some of the lowest motorcycles availfect starter bike. (Or, if you’re a lil guy and able that allows the shorter rider to get both need some help in finding a nice little mean feet on the ground. I’ve always liked the apride, this will be our little secret.) pearance of the Kawasaki Vulcan 500 LTD. The idea of getting your first bike is very More ofImprint a midsized bike, it’s a popular goDealer Imprint exciting. In the same breath, it can be Dealer quite14 to as Goes an Here entry-level It was a ON top seller Regional Road 13,ride. Courtland, Goes Here overwhelming. I found that people who among first-time riders (especially with us 519-688-3278 gave me their opinion, based it more on their lady riders). If you were under 5 feet tall, motorcycle preferences rather than to what you might be swayed to keep it as your bewww.lockhartsodyssey.ca would really be of benefit to my size and Dealer in- Imprint all/end-all bike of choice. Goes Here experienced riding ability. The key is to find Having a smaller engine size did not a motorcycle that you can easily handle and limit its power or performance. With its six practice with the upmost of confidence. It’s speeds, classic cruiser looks and chrometrue when they say, “You’ll know as soon as plated wire-spoke wheels, you definitely you see it.” won’t feel like you don’t belong with the big Now, my very first bike was a Honda boys when you’re out to play. Shadow Ace 750. The easy-clutch made this The Honda CBR250R entry level sportbike easy to love. I bought this bike before I bike was released as a 250cc sportbike for even had my license as I knew once I com- beginners who prefer the sportier side of mitted to this bike, I was getting my license. riding. At 30.9 inches, the seat height is stanThis Honda style was the same type that dard for a sportbike, but the light weight of Harley felt was a rip off of their Sportster- the bike makes it easier to handle for height type bike, so I was stopped by admirers challenged folk. often (including in traffic at the top of the The Yamaha Bolt. Mike and I were first inBurlington Skyway). troduced to this beast before its first unveilNow you may find this type a tad too ing in Dover. We happened to bump into the big when learning to ride. When I took the Yamaha rep with his enormous trailer, and riding course for my M1 exit, they had the he just so happened to have a few of these Suzuki Marauder for us to ride. Most bikes on board. And I must say, they look really were a 125, however some were a 250 which cool with an army-style paint job. These are I found both quite easy to handle. considered to have a strong low to midrange The Yamaha V-Star 250 is up there in my torque. This bike allows for some smooth choice for a new lady-rider, as well, Yama- cornering when you want to enjoy the twist ha had the Virago 250, which was a popu- and turns of the country roads. lar go-to bike for the smaller framed rider. It has a slim body and low seat design and When they brought about the V-series 250, when you mix these, it gives the motorcycle they kept much of the Virago’s features. that stable handling feeling. Because Yamaha wanted to resemble the With all this in mind, should you find bigger rides, their bike has features like a another style that peaks your interest and V-twin engine, spoke wheels and a two- makes you release the moths out of your up seat. When ready, you can move up to pocketbook and drop it on your ideal ride, the 650 or 750. These bikes keep their basic there are many modifications that you can features so you’ll still have the same riding do to make it your own. There’s lowering comfort that you’re used to from the 250. I kits that are reasonably priced, you can inreally found that I could easily handle the vest in shorter shocks or even a trimmed Suzuki Marauder for practising my skills or seat. All made to suit your needs cause once lack thereof. you sit on that perfect fitted bike, you’ll be My second bike was the V-Star 1100, and I hard-pressed to ever turn it off! ©2011 Bombardier Recreational Products Inc. (BRP). All rights reserved. ®, ™ and the BRP logo are trademarks of BRP or its affiliates. Always ride responsibly and safely and observe applicable laws. Remember that riding and alcohol/drugs don’t mix. ©2011 Bombardier Recreational Products Inc. (BRP). All rights reserved. ®, ™ and the BRP logo are trademarks of BRP or its affiliates. 610376 Always ride responsibly and safely and observe applicable laws. Remember that riding and alcohol/drugs don’t mix.

610376

©2011 Bombardier Recreational Products Inc. (BRP). All rights reserved. ®, ™ and the BRP logo are trademarks of BRP or its affiliates. Always ride responsibly and safely and observe applicable laws. Remember that riding and alcohol/drugs don’t mix.

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Day 1 Begin your journey in Wiarton, the hub to the Peninsula! Start with a hearty breakfast at Dockside Willie’s Located in Blue Water Park, Dockside Willie’s features stunning views of Colpoys Bay and is home to world-famous Wiarton Willie! Time to hit the pavement! Head out north on highway 6 and turn onto Bruce Road 9 making your way to Lion’s Head! On the way up, consider a side trip out to Cape Croker Indian Park off of Purple Valley Road. Stop 1: There is probably no better kept secret in all of Ontario than the town of Lion’s Head, a Shangri-la on Isthmus Bay halfway up the Bruce Peninsula’s Georgian Bay coast. This picturesque small town with its natural harbour and family friendly sandy beach. It was named for the rock formation located on the east escarpment. Can you find the Lion’s Head? Newly erected photo frame will help you discover the Lion’s Head if you

BI-WEEKLY FROM

can’t see it. It’s located in the marina near the lighthouse. Don’t forget your camera for this photo opportunity. Grab a bite to eat at Rachel’s Bakery and Fifties Diner or Marydale’s Restaurant before leaving town. Get back on your bike and continue on your Journey to Tobermory. Stop 2: On your way into town you can visit observation Tower at the Parks Canada Visitor Centre, or hike to the world-famous Grotto in Bruce Peninsula National Park. Take a glass-bottom boat tour from Bruce Anchor or Blue Heron boat tour companies and see the 8th Wonder of the World on Flowerpot Island! For dinner you can dine at The Crowsnest Pub & Restaurant that features a stunning patio that over looks Tobermory’s harbor.You may also want to consider Tobermory Brewing Company. Try the fresh local whitefish! Unwind with stunning waterfront views at Big Tub Harbour Resort. The resort fea-

63 % 1.9 $

tures waterfront patio - Bootlegger’s Cove Pub. Perhaps take a short stroll to the historic Big Tub Lighthouse and catch a stunning Lake Huron sunset! Day 2: Wake up to the soothing sound of water lapping against the shore as boats gently sway back and forth in the harbor, sounds like the perfect way to start your day! Can’t ride on an empty! Fuel up with a hearty breakfast from Leeside Restaurant. Now that you’re fueled up you’re bikes and your bellies, make your way south on a fun, twisty ride to“the Dayton of the north”AKA Sauble Beach. Stop 1: Take a break for lunch in Sauble Beach! The endless stretch of white sand and 11 kilometres of beach cruising day and night makes for a perfect back drop as you enjoy your meal at Sola’s Grill. They are most famous for thier pizza, hand made with fresh dough daily. Keep heading south to Southampton.

Stop 2: Time for a snack? Consider Gerry’s Fast Food. Located at the main beach (Long Dock). While in Southampton explore Pioneer Park and take a boat tour to Chantry Island. Chantry Island lies just over a mile southwest of the mouth of the Saugeen River at Southampton. Over 50 known shipwrecks surround Chantry Island and its imperial tower. Today, the local Marine Heritage Society offers lighthouse tours that include a restored lightkeeper’s home, where rubble has been cleared from the basement, the stonewalls have been rebuilt. Head to Port Elgin to complete your adventurous day! The shoreline road into Port Elgin features winding roads and stunning views of Lake Huron! Stop 3: Once in Port Elgin you can dine at The Wismer House or the Queens Bar and Grill. Over your meal reminisce on your 2 day adventure you just had and begin planning your next 2 day adventure.

Good things come to those who ride

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(1) $4,852.38 (2) $7216.56. Applicable fees, taxes, licence, insurance and registration are extra and may be required at the time of purchase. Prices and/or payments shown do not include a PPSA lien registration fee and the lien registering agent’s 2015 CBR300R fee which are both due at time of delivery. ON Offers THE valid from January 1, 2016 to March 30, 2016. Dealers may sell for less. Dealer order/trade may be necessary. See dealer for full details, eligible models and other financing rates. All Offers are subject to change, extension or cancellation without notice and are valid at participating Canadian Honda motorcycle or Honda Powerhouse dealersmodel outsideshown of Quebec. Models and colours may not be exactly as shown. Errors and omissions excepted. 2015 CBR500R

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honda.ca

13 – The Motorcycle Times, April 2016

White sand, dramatic rock formations, sunken ships! - A two day trip

April 2016, The Motorcycle Times – 14

TheOtherside Mix - 0/35/85/0

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Cliché Motorcycle A Wrench in the Works

david heron

CONTRIBUTING WRITER

Avoid clichés in writing - like the plague. Far be it for me to talk about cliches because the motorcycles I work on are just that. A cliché is defined as an overused, worn out word or expression. Well, do I have 2 cliches for you, a 1972 and a 73 Kawasaki S2 350’s. I picked them up together for a song. Maybe not a real song but more like caterwauling. They are in very rough shape but I can see a diamond in the rough or maybe I am looking at the world through rose coloured glasses. We’re talking one with rusty Denco chambers, spray bombed, and I mean bombed, paint job and scratched up frame and the other with the same scratched frame, good pipes and a black paint job with pink and blue psychedelic bubbles. This one is so 70’s. Long story short, they both need some work. Lots of work. You’ve got to start somewhere so it’s the 73 first. It’s the one with the good stock pipes and the bubble paint job. I lift the seat to begin and, lo and behold, a large mouse nest hides what should be the battery. I can see neither hide nor hair of said battery though. There are telltale remnants of that green powder associated with batteries left unattended but no battery. I guess I should be counting my blessings that I don’t have to dispose of another old battery. I pick out the shredded newspaper and hunks of material and find that the mice have also feasted on the battery leads. Oh well, that’s the way the cookie crumbles. I know that I can dig deep and fix that easily. A piece of cake really. I have gotten quite good at crimping in new wires. I fight to get my pliers into the limited space between the frame and seat to remove the seat pin cotter pins and then have to bang the rusted pins out with a hammer and screwdriver. Off come the gas tank and side covers and I am thinking that I’m now on Easy Street. But, not so fast. There is a large plate between the carbs and the battery box made of galvanized duct metal. I can’t see any reason for it and wonder, ‘What the heck was he thinking?” At least the mounting bolts aren’t rusted and seized so off it comes and directly into the scrap heap it goes. Just another day at Dave’s garage. With the tins off, I am able to more closely survey the situation here. I see that there are coil brackets but no sign of ignition coils. Oh well, that’s not a deal breaker.

Ebay, here I come. The wiring harness looks good and connectors all look good too. There is an ignition switch but it is not attached to the bike but a couple screws and it’ll be Bob’s yer Uncle. There is no switch gear on the left bar for horn, signal lights and headlight but I do remember that there is one in one of the extra boxes that I got with the bikes. Don’t look a gift horse in the mouth. Lucky for me, I have a memory like a steel trap. The handle bars are café clubmans but they are turned upright, mounted upside down or downside up. Who knows? Each to his own. That’s all I can say. I have a regular set of bars that will work from a previous project. Waste not, want not. The oil tank looks good and it is clean so thank goodness for small virtues. The shocks are a little rusty but I look to the magic powers of Evapo-Rust. This stuff is like manna from heaven. Pour it is a big plastic tub, put in the rusted part, let them sit a couple days and out it comes, clean as a whistle. Great stuff although a little expensive for my cheap side. Time to get down to the engine. According to the guy I got these bikes from, this was a running bike. Obviously, it has been used for a donor cycle for his other bike with the blown piston. That bike is a whole other story. Back to the present. I want to paint the heads and cylinders with a near match to the original Kawasaki silver colour so I will take the top end apart. I use VHT, very hot temperature, paint from my favourite store, CTC, the “Go To” place for Canadian home mechanics. I do a quick sand blast on them with my Princess Auto sand blaster, the number 2 “ Go To” place for my shop and then spray them up. Outside of course. I just so happen to do this on a Saturday when the LSW is out. I let them dry for a half hour then spirit them to the kitchen and bake them gently at 200 degrees F for 20 minutes. When they are done, it’s quickly back downstairs before I am discovered. What she don’t know, won’t hurt her. Oh yeah, when I took the cylinders off, being careful to stuff rags below the pistons in case any hunk of anything falls off, I noticed that the left cylinder wall is a little scratched. This could be a fly in the ointment here. While I was waiting for the paint to dry on the barrels and heads, I take the pistons off. The left one’s small end bearing is fall-

ing apart and the rings look a bit on the stuck side. I am hoping that a light hone and ring groove cleaning will get me back on track. The crank seems fine. No abnormal play in the rods so it looks like it’s up, up and away. Time to go to the machine shop for free advice. But, nothing in life is free. I am told that the cylinder is worn beyond the maximum allowance and that a re-bore is in order. That’s the way the cookie crumbles. I have been looking on my normal parts supplier’s website for a couple weeks at piston sets and they have shown Wiseco sets for $200 complete. That’s a good deal so I begin to place my order for first oversize. Out of stock. OK, so I’ll go second over. Also out of stock. I call to see when they will get new stock and am told they have no idea. Their supply has dried up and they don’t know when, and even if, they will get more. Again to ebay. There are lots available if I want to pay $600. I don’t. I mean sure, a guy’s got to make a living but this is ridiculous. It turns out that these pistons are about a scarce as hen’s teeth. In a nutshell, unobtainium. If you’ve got them and someone needs them, how much will they pay? I realize that it’s dog eat dog out there. I have heard that a number of guys, including my brother have used these Chinese pistons with good results. I do like the price and reports are good so that’s how I will go. I really have no other choice but I like to pretend that I am the master of my own destiny. When they arrive, I mic them and see that they are very accurately sized so I breathe a sigh of relief and take them to the machine shop. After a couple weeks and some cash, they are back and all seems good. I plug up the crankcase holes with rags again and struggle with the piston circlips. The last thing I need is a JC clip flying away and into the crankcase. They are called JC clips because you try to twist them into place, they go flying away across the shop or into your engine and you yell J…C…!! Hopefully, the music is up loud as previously advised so someone doesn’t come to the shop door to see if anything is wrong. Circlips are a thing that you don’t do too much. You struggle with the first one or two, then start to get the technique back by the last one then forget how to do them again in the year or two between having to deal with them. Having one of them go into orbit like that can be the straw that breaks the camel’s back. The

cylinders go back on with very little effort and only a few choice words and the engine top end looks good. Practice makes perfect. Next the engine covers come off, making sure that I did drain the oil. I have been surprised by loosening the clutch cover and having my foot soaked through by the oil that I overlooked. Once bitten, twice shy. The good old buffing wheel now comes into play. Of course, I have also forgotten that the polishing compound sticks were pretty well gone from last winter so I risk taking off a finger by holding the tiny stick dangerously close to the spinning buffing wheel. I do manage to avoid serious injury but, don’t do this at home kids. I have gotten fairly good at this and see the cases come up reasonably shiny. I also see that scratches that I didn’t see before suddenly become visible. Wake up and smell the coffee, it’s an old bike, what do you want, perfection? I stick covers back on and will substitute the new allen head stainless case bolts when they arrive. I’m on a roll so I know to wipe off my face after a session at the buffing wheel. I don’t want to give LSW any openings to make fun of me. My dirty shop clothes give her enough ammunition. I guess when she gets the best of me, I am getting what I deserved. Suddenly, the shoe’s on the other foot. Things are moving along as they should be. I got some coils on ebay, figured out which way they mounted and managed to figure out the wiring. I got a shop manual with the bikes but find that the wiring diagrams in it are only in black and white. Not overly conducive to sorting out a wiring harness. The online resource site has them in colour to help me along. Thank goodness again for small virtues. Now we’re cookin’ with gas. I have ordered a battery and new tune up kit with points and condensers which should arrive any time now. Then , I will test for spark and am certain that many more adventures with old and hardened wires will rear their heads. Electrics always come back to bite you, sometimes in a very bad place. And, I’m not just whistling Dixie… Apologies for the clichés but I’ve had a bee in my bonnet about this idea for a while. I was getting tired of waking up at night and thinking of all these time worn expressions. Likely there will be more to come on this project.

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dependentonmodelandmaychangewithoutnotice.Specifications,productfeaturesandcoloursaresubjecttochangewithoutnotice.Readyourowner’smanualcarefullyandremembertoobserveallsafetyregulations.SeeyourparticipatingAuthorizedSuzukidealerforavailabilityandcompletedetails.Suzuki.AWayofLife!

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15 – The Motorcycle Times, April 2016

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11 Ways to Enhance your Club

Successful motorcycle clubs, groups, chapters and organizations use a variety of techniques to keep their crew growing in the right direction. Not every club survives the changing seasons or new membership or the passage of time. But some clubs get it ‘right’ which enables them to shift their outfit up a gear or two without tarnishing their outlook or feel. It’s a tough balancing act for any group of people, never mind a group of strongwilled bikers. I’ve compiled a list of 11 tips that you can use - maybe some of these you can implement if you’re one of the leaders of your group or if you are looking for a club ask about some of these and look to see if they are mentioned. If you’re a member and your club isn’t doing some of these, consider if they might be helpful. These are some of the characteristics and tactics I’ve seen successful biker groups do, in no particular order: MEET REGULARLY Members will start to drift apart if your club doesn’t meet often or regularly. Not everyone can make every get-together but you do want to give them the opportunity. SAFETY If people feel unsafe or in danger they won’t show up. Who enjoys constantly putting their neck on the line? Meetings, rides, events should be as conflict-free as possible and your group should go over any possible safety issues beforehand, whether it’s rules of the road, gear, bike condition or expected rules of behaviour. OUTSIDE EVENTS Motorcycles brought you together but for many people some variety helps - especially if it’s raining outside or someone is injured or many people are away. Plan events throughout the year and you’ll have a happier crew. You never know what other hobbies someone has that could be fun. INCLUDE EVERYONE Not everyone gets along with everyone else. Friendships and groups are their own beasts and that’s sometimes why people prefer to be independent and not even join a motorcycle group. But if you practice what you preach with ‘brotherhood’ and ‘sisterhood’ then look around and see if your club really is making an effort to include everyone. And if you don’t think you are, talk about it see what can be done. GET THE RIGHT PEOPLE On the other hand not everyone is cut out to be in every group. Just because you are ‘in’ doesn’t mean people change or ‘things happen’ or some people don’t mesh with other people. Many clubs go out of their way to make sure you fit in before you are a member but it’s no guarantee that opinions, tastes or personalities can’t conflict down the road. Sometimes it’s better for the group to move on from a bad apple. There are many clubs out so there’s also no need to bog yourself down in one that isn’t

working out either. PERSPECTIVE Just like you can’t motorcycle when you are unwell, if your group is demanding too much of you then step back and look at the bigger picture. Sometimes people just need a break but other times they need to really get away for a while. Nobody can ultimately tell you what to do nor should they. Virtually no person out there is as renowned as the biker for having an independent spirit and will - and telling it like it is. USE SOCIAL MEDIA Talk to your friends, chat them up for rides, pump them up for events. Celebrate life events, revel in eachother’s joys, be there for downturns. Share funny pictures and jokes to keep everyone in a good mood and aware of what’s going on. There are up sides to social media and successful motorcycle clubs know how to use websites, Facebook pages, email lists to their advantage. Just be careful with security - nobody likes being hacked or having private information out there so double-check your settings. START A NEWSLETTER Some clubs and chapters have newsletters or other documents that share information and pictures and articles about the group. This is a great idea to keep the creative juices flowing and give everyone some opportunity to participate. DEVELOP A GOOD THEME Some bike clubs ride, some are more like a fraternity and some are more a lifestyle. But all of them have a history and successful clubs use this to their advantage with traditions, songs, sayings, artifacts and events that make their club stand unique in a crowd. That’s what you should aim for. HAVE RULES Nobody is right all the time but the rules are until they are changed. It’s a good idea to codify some of the important rules that you expect members and leaders to adhere to. Nobody likes being dealt with unfairly and sometimes events can get opinionated. Having some clearly delineated rules can help sort out conflicts. Plus it lowers the odds of someone making the group look bad. If you have rules against certain behaviour and they are broken, the rest of the group can legitimately distance themselves from that action. Furthermore new members can see that you take your club and its reputation seriously. CREATE MEMORIES Don’t just go on the same ride, to the same pub, tell the same jokes every time you get together. People are looking to experience life in a way that only bikers can, so give it to them. Get out and plan some unique destinations and events. Team up with other clubs and chapters and make an impact in your community. Nobody will remember the 53rd time you did exactly the same thing but that one time you were part of something unique will be a tale fondly told for a lifetime.

Things I Wish I’d Known Sooner Remember when you discovered CliffsNotes in high school? I was beyond excited to find out that it’s possible to breeze through literature class without thoroughly reading the assigned books. For the small number of you reading this who haven’t heard of CliffsNotes, they are pamphlets that summarize the main plot lines of each chapter in a book. For some of us who ride, we wish there were CliffsNotes on riding a motorcycle. Everyone always says experience and skill comes with time (absolutely true), but there are certain things I really wish I had known when I started riding. It would have made me a better, safer rider a whole lot sooner. Although most of them are “duh” type of things, they changed my riding. That friend you think knows how to ride? He doesn’t. Many of us had a so-called “mentor” who taught us to ride. Although it was my brother who initially taught me to ride on dirt when I was 15, it was a friend who took me under his wing when I got my first street bike. I still remember some of the horribly inaccurate advice he gave me: “You never need to use the rear brake.” “If you think you’re about to crash into something, just lay the bike down.” “If a car drives out in front of you, don’t try to slow down, just swerve.” The scariest part is, I believed him! He rode a bike and was willing to offer his advice, which was enough credibility for me to listen to him. The truth is, there are very few people who are qualified enough to teach new riders how to ride. The easiest and safest way to make sure you get proper riding instruction is to hire an objective professional.

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a rider on a non-conventional “track bike” tearing up the asphalt. Always put the right foot down. Not right as in left and right, but right as in correct. I got into the habit of always putting down my left foot when I stopped. Then one day I was parking my bike on a sideways slope, went to plant my left foot, and realized as I was leaning my bike further and further to the left that I couldn’t feel ground. At a certain angle there’s a point of no return, and unless you’re Hercules there’s no saving it and the bike is going down. So pay attention to the road where you’re stopping and adjust which foot you put down first based on the road conditions. You’re not as durable as you think. This one is an oldie but a goodie — please gear up. The broader my motorcycle network becomes, the more horror stories I hear about accidents. Remember how painful it was to scrape up your knee when you went down on a bicycle as a kid? That throbbing pain that made your leg twitch? Take that and multiply it by about 100. That’s what motorcycle roadrash is like. We all know motorcycling is dangerous, but why not attempt to minimize the risk? Always ride your own ride. I always notice that I make the most mistakes when I’m trying to keep up with someone. Never ride outside of your comfort zone as it will only deplete your confidence, or even worse, cause you to crash. When riding with people way above my level as a new rider, I always found myself disappointed after the ride because they are so much better than me. In retrospect, riding with other beginner riders gave me a huge confidence boost because you frequently think you’re a worse rider than you really are. Everyone progresses at their own pace, so it’s not about how long you’ve been riding or how fast you can get through the corners. Although I do want to get faster, that’s never been my primary goal. My goal is to be safe and if it takes me twice as long to progress, so be it. Don’t give into the peer pressure.

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cause every millisecond matters. I recently retook the new rider course and one of the “mistakes” I kept making (according to the instructors) was covering the front brake. Although I understand why instructors are worried about students grabbing a handful of front brake during the class, it’s not a skill that should go beyond your new rider course. I’m used to commuting in heavy traffic, and having two fingers on the front brakes has saved me on numerous occasions. Getting on the brakes sooner has less to do with my catlike reflexes, and more to having my trigger fingers ready on the front brake. The rear brake is your best friend. Too many people downplay the effect of your rear brake. It has more purpose than just stopping. It’s about control. When I discovered how much stability you gain by feathering the rear brake, it was game on. Narrow paths between cars, tight U-turns, sharp parking lot entries – bring it all on. With the use of my rear brake, I never have to duck walk my bike again. Learning this skill was a huge game changer for me and I’ve actually had my riding buddies comment on how much more stable and in control I am of my bike. Another good use for the rear brake is smooth stopping. Although I use both of my brakes to come to a complete stop, I often use the rear brake when rolling to a stop. Whether you’re Valentino Rossi or Joe Schmo, go to the track. Most people associate going to the track with racing, but it’s far from it. In fact, all track day organizations make it clear that you’re not there to race. There is no better place to improve your skills as a rider than the track. Where else can you test your personal limits and the limits of your motorcycle in a controlled environment? I would attest a single track day to equal about four to six months of riding experience. As impressive as it is to see people killing it at the track on a sport bike, there’s something slightly more impressive about

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17 – The Motorcycle Times, April 2016

New rider schools typically offer novice through advanced classes that are very beneficial to any rider. But if you insist on having your buddy teach you, really make sure he or she knows what they are doing. Don’t assume they are experts. Don’t have a staring contest with a tree - you will lose. When I started riding dirt, I would spend more time on the ground than on the bike. When trying to avoid an obstacle, no matter how hard I tried, I always hit the very object I was trying so hard to avoid. It was extremely frustrating, especially because I couldn’t understand what I was doing wrong. It wasn’t until I nervously went on my first canyon ride that someone said to me “You’ll be ok, just look through the turn. Don’t fixate on what you’re trying to avoid.” After that ride, I finally figured out what I was doing wrong on dirt all those years – target fixation! While trying to avoid that tree or that drop-off, I would stare directly at it, and since you go where you look, I’d ride right into it. I had to learn to trust my peripheral vision, and ever since then not only have I been able to avoid any target fixation related incidents on my street bike, I’ve also dramatically improved as a dirt rider. Moving your bike while sitting on it is a bit like walking with your pants down. Although this is more relevant to riders who are height challenged like me, it really is safer for anyone to move their bike while off the bike. It’s much easier to move it while standing beside it. First of all, having both feet firmly on the ground makes it a whole lot easier to move the bike because you have a good foundation. Second of all, with one hand on the handlebar and the other holding on to the bike’s tail, that bike is not falling anywhere. The trick is to find the balance point, which then relies on control over muscle. Whether it accidentally tips slightly toward you or away from you, you have the strength of your whole body to hold it up. Your hand is on the holster in a duel be-

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Photo by Colin Fraser

Motovan and Liqui Moly Join Mopar CSBK Series

Motovan Corporation, Canada’s leading distributor, exporter and manufacturer of motorcycle, motocross, ATV and Snowmobile parts and Accessories, will become a major partner in the Mopar CSBK National Series. Motovan has agreed to a two year deal with the CSBK tour, becoming the official power sports partner of the National Championship road racing series for the next two seasons. Mopar CSBK recently announced that the series’ feature races will be shown on TSN, The Sports Network, in 2016. “This is a great opportunity for the CSBK Series and Motovan,” explained Motovan’s Marketing Project Leader David Bond. “We are motivated by new products and initiatives at Motovan, and we look forward to this kind of approach in our support of the Mopar CSBK Series. We’re definitely focused on growth.” Motovan will support a number of im-

portant new programs within the CSBK National Series, including a retail fund valued in the tens of thousands of dollars, aimed at supporting series products through contests, at-track give-aways and similar programs, associated and activated through Social Media, web and venue engagements. One of the central elements of Motovan’s involvement will include Liqui Moly, the famed German company that focuses on oils, lubricants and additives. Liqui Moly Motorbike is exclusively distributed in Canada by Motovan. Liqui Moly becomes the title sponsor for the Pro Sport Bike class, allowing new focus on the middleweight DOT street-bike-based racing division. Kenny Riedmann will wear the number one plate on his Kawasaki ZX-6R Ninja in Liqui Moly Pro Sport Bike in 2016, having earned the class crown aboard Triumph equipment the past two CSBK seasons.

Team News: Zottmann announces 2016 racing plans Todd Starchuck and Reegan Jones of Calgary based Bow Cycle, working with Kawasaki Canada, would like to welcome Pro Superbike racer Mike Zottmann to Team Green for the 2016 season. Mike, who is currently the EMRA Pro Superbike champion, will be competing in 2016 at EMRA and Mopar CSBK events, as well as some selected one off races aboard the brand new ZX10R. “The new Ninja is an amazing bike. The changes that were made will make the Ninja the bike to have in 2016. We are looking forward to putting the number 1 on the bike for the Canadian Western Superbike races for sure, and with the

upgraded electronics, suspension and motor, we are really excited for the potential of the bike. I couldn’t be happier, and really want to say a huge thanks to Todd & Reegan (Bow Cycle) and Nicolas (Kawasaki Canada) for making this happen.” After taking 5 years off from road racing, Mike came back last year aboard a 2011 ZX10. Learning a new bike and new track, he found his footing again by mid season and went on a winning spree netting the EMRA number 1 plate for 2015 and wrapping up Open Sportbike championship, as well as the new regional lap record.

Edie returns to Mopar CSBK on a Yamaha Popular Pro racer Bodhi Edie will return to the Canadian National Pro Superbike scene in 2016, with the Trip-Dub Racing Team. Support will come from Z1 Tuning and Yamaha Motor Canada. 20 year old Edie from Warman, Saskatchewan, will compete in the Feature Mopar Pro Superbike class aboard a brand new Yamaha YZF-R1. It was recently announced that the National Superbike tour will be televised over seven episodes on TSN in 2016. “I’m super happy to be part of this new team and to get the chance to pilot the new R1,” explained Edie, who last competed

at a National in 2013, the year he earned his first Feature class Superbike success at Canadian Tire Motorsport Park in Ontario. “Everyone involved is really excited about this opportunity, we know it will be very competitive at the front this season.” Edie shot to fame as a 13 year old in the Honda CBR125R spec National Championships, before competing aboard a CBR600RR for a season as an Amateur. In 2012 Edie made his Pro Superbike debut, and had a limited schedule of Nationals in 2013.

Lorenzo: “One of the best of my whole career” Starting where he left off, MotoGP™ World Champion Jorge Lorenzo charged to victory at the Commercial Bank Grand Prix of Qatar. A late decision saw Jorge Lorenzo switch to the softer rear Michelin tyre just half an hour before the start of the first race of 2016. Lining up in pole position for the 62nd time in his career, Lorenzo made a near perfect start to lead the opening lap of the Qatar GP. Both Andrea Iannone (Ducati Team) and Andrea Dovizioso (Ducati Team) blasted past the Movistar Yamaha MotoGP man on the straight as the Ducati proved almost unmatchable, but Lorenzo remained calm and focused. Patience paid off for Lorenzo as Iannone fell and promoted the Majorcan to second. Then with 14 laps to go he smoothly slipped past Dovizioso and worked on increasing his gap with each lap.

With each circulation Lorenzo went faster and faster, setting a new fastest race lap record of 1’54.927s on the 20th lap of 22. He would eventually end the race 2.019s ahead of Dovizioso in second, Lorenzo producing one of the best races of his career after a number of new technical rules presented a world of unknowns for the MotoGP™ World Championship on race day. Lorenzo has started his title defence in a faultless way: pole position, a race win and the fastest lap of the race. Jorge Lorenzo: “We are there, in first position, without struggling and suffering and riding in the perfect way. For me, over all laps, this race has been one of the best of my whole career and that was why I was able to win and could make this little difference in the last three laps that gave me the victory.

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Dovizioso: “Starting off the season like this Andrea Dovizioso repeats his 2015 second place finish with another great race at the Qatar GP. Once more Andrea Dovizioso produced a race win challenging run at the Commercial Bank Grand Prix of Qatar aboard his factory Ducati. In 2015 Dovizioso battled with Valentino Rossi for victory, but 2016 saw him battling with the Movistar Yamaha MotoGP machine of Jorge Lorenzo. The incredible

top end speed of the Ducati helped ‘Desmo Dovi’ get past Lorenzo and then into the lead after his Ducati Team teammate Andrea Iannone crashed out. Dovizioso put up a great fight for three laps, but eventually Jorge Lorenzo slipped past and he had to then focus his attention on Marc Marquez. Marquez’s pressure on Dovizioso grew but the Italian was able to defend his second place and start the 2016 season on strong ground.

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Rossi: “I was never in the real fight” Forced to settle for fourth in the Commercial Bank Grand Prix of Qatar, Valentino Rossi is left questioning his tyre choice. While his Movistar Yamaha MotoGP teammate, Jorge Lorenzo, opted to run the hard front and soft rear, Valentino Rossi chose the hard front and harder rear tyre options. After an initially strong start, ‘The

Doctor’ was unable to keep the pace of the leading riders and despite some fast laps during the end of the race, was never really in podium contention. Rossi is unsure of the cause, but feels his choice in tyres may have played a role and that the soft tyre, like the one in Lorenzo’s Yamaha, may have been a better choice.

Walton Raceway is excited to release its Facility Event Schedule for the 2016 season. Our Event schedule includes our 25th Annual Parts Canada TransCan – Canadian Motocross Grand National Championship Event, featuring the Canadian Motocross Amateur Grand National Championship Wednesday to Saturday and the NEW Sunday PRO OPEN $30,000 Pro Purse and SUPERFINAL. In addition to TransCan the 2nd Annual Canadian Outdoor, Motorcycle & Power Sports Expo and our Friday Concert is all set to continue. 2016 will see more events at Walton Raceway including Motocross Practice dates, Motocross Racing with Thames Valley Riders, Amateur Motocross Ontario and Steel City Riders, Off-Road Motocross Racing with World Enduro Canada, Truck – ATV – Side x Side Mudbogs, Off-Road Truck Racing, RC Car Racing and Sports Camps, along with the Edge of Walton Challenge Course and Mountain Bike Trails being available to be booked for schools, groups, team building, parties and more. The Motocross Track will be Open for Practice on Saturday, April 30 and Sunday, May 1st for the first of eight Open Practice of the Season! All Walton Raceway Practice Days require No Membership as everyone is welcomed to come ride! On the May long weekend, Sunday

May 22nd our First of Three Mud bog’s will take place, featuring Trucks, ATVs and Side X Sides. Other 2016 Mudbog events will be July 31st for our Walton Raceway Truckfest and October 30, for our Halloween Mudbog. Walton Raceway will host Round #4 of the Parts Canada TransCan Amateur National Qualifier (ANQ) for Southwestern Ontario on June 12th. National Qualifying Racers are encouraged to pre-enter asap for the Parts Canada TransCan, Canadian Motocross Grand National Championship. Entry priority is determined by regional ANQ series results and regional entry allocation. Additional regional entries and entries for lower qualified riders will be accepted if allocated positions are not filled. Registration information will be open and made available soon. We strongly encourage all riders to sign up as early as possible. The 25th annual Parts Canada TransCan, Canadian Motocross Grand National Championship (GNC) will take place August 17th to the 21th, 2016. August 15th and 16th will be move in days, with August 17th Practice and Racing taking place until August 20th. August 21th will be the inaurgural Canadian Motocross Grand National Pro Open featuring five Pro Moto’s including the final SUPERFINAL MX1 and MX2 Class combined for total purse of $30,000.

2016 Walton Raceway Event Schedule

April 30 – Motocross – Open Practice/No Membership May 1 – Motocross – Open Practice/No Membership May 15 – RC Car Racing May 22 – Truck & ATV & Side x Side Mudbog June 4 – Motocross – Open Practice/No Membership June 5 – Motocross – Thames Valley Riders Club June 11 – Motocross – Open Practice / No Membership June 12 – Motocross – Parts Canada TransCan – Amateur National Qualifier June 25 – Motocross – Open Practice / No Membership June 26 – Motocross – Thames Valley Riders Club July 9 – Motocross – Open Practice / No Membership July 10 – Motocross – Open Practice / No Membership July 16 – Motocross – Open Practice / No Membership July 17 – Motocross – Steel City Riders Club July 16-17 – RC Car Championships July 18-22 – Kids Camp July 31– TRUCKFEST – Truck & ATV & Side x Side Mudbog August 15-16 – Parts Canada TransCan – Canadian Motocross Amateur Grand National Championship Move In August 17-20 – Parts Canada TransCan – Canadian Motocross Amateur Grand National Championship August 19-21 – COMP EXPO – Canadian Outdoors, Motorcycle & Power Sports Expo August 21 – Parts Canada TransCan – Canadian Motocross Grand National Pro Open September 10 -11 – Motocross & Offroad – WEC (World Enduro Canada) September 17 – AMO Motocross Racing – Madskils Round September 18 – Motocross – Thames Valley Riders Club October 1-2 – (Tentative Day) – Grass Race & VetFest October 30 – Halloween Truck & ATV & Side x Side Mudbog

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* This is a limited time offer which is valid for the purchase of selected qualifying models and is subject to credit approval on qualified purchases financed during this program. Offer may not be combined with certain other offers, is subject to change and may be extended or terminated without further notice. Offer valid on new 2013 through 2015 Victory models. Monthly payment and cost of borrowing will vary depending on amount borrowed and down payment/trade. Minimum amount to finance is $5,000. Example: $10,000 financed at 3.99% over 36 months = 36 monthly payments of $295.20 with a cost of borrowing of $627.03 and a total obligation of $10,627.03. Monthly payment examples exclude tax, title & other fees. See participating retailers for complete details and conditions. Offer ends February 29th, 2016. **The 2 year limited warranty is available on new 2013 through 2015 Victory models. Offer is valid only in the U.S. and Canada and does not apply to prior purchases. Coverage consists of 12 months’ factory warranty, plus 12 months Victory Protection for a total term of 24 months. Subject to $50 deductible, no mileage limitation. See dealer for details. Offer must be redeemed by February 29th, 2016. Rebates vary by model and model year. Must purchase a 2013 through 2015 Victory model between January 1st and February 29th, 2016. Victory or Polaris® dealership employees are not eligible for this offer. Victory® and Victory Motorcycles® are registered trademarks of Polaris Industries Inc. Always wear a helmet, eye protection, and protective clothing and obey the speed limit. Never ride under the influence of drugs or alcohol. ©2016 Polaris Industries Inc.

19 – The Motorcycle Times, April 2016

Walton Raceway to Hosts Parts Canada Rounds

April 2016, The Motorcycle Times – 20

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Mental Preparation

Lets Talk Audio scott hopper

CONTRIBUTING WRITER

By this time, you may have picked out the speakers that you want to use on your bike. Heck, you may already have a few miles on them, if so that’s great! If not, no need to worry your time will come. At some point you will likely end up thinking about adding an amplifier. Initially you will find many options out there and knowing which is best for you may seem difficult. To help make this easy we will split this topic into a couple of articles to make sure that you get the best understanding of the few things that will go into selecting the right amplifier for your system. If you have no interest in adding in an amplifier read on anyways. We are going to start with the bikes charging system, this information will prove helpful when adding any electrical components. How much is to much? Last month we discussed how bigger speakers may give you bragging rights but could also limit the sound output from your audio system. The same can happen when you are looking at adding an amplifier to your bike. We will often look at amplifiers and base our decision on how much power the amp is rated at, more is better right? Not always. We often overlook one major component of our audio system and that’s our charging system. The charging system on your bike will be a major factor in determining how much power you can get out of your amplifier. Amplifiers will make a musical signal louder, cleaner and sound far better than your radio. It cannot however increase the power from your charging system. If we cannot supply the amp what it needs to operate the resulting performance will go downhill quickly. Get charged up! When your bike is running above a certain RPM the stator will be spinning and charging up your battery. In addition it will be suppling the required power to all of the electrical compo-

Amplifing your System

nents on your bike. This means that while running the stator is actually what is powering all of the electronics on your bike, not your battery. Your battery will help start your bike, supply power to the electrical system while parked or simply maintain functions like the clock, radio pre-sets and security features while the bike is off, but it is not the primary source of power in the charging system. Knowing this should help us begin to understand where our limitations will come from. Let’s start by looking at our stator. On a larger touring bike, it may not be out of the question to find a charging system that has upwards of a 50-amp stator. This means that your stator could put out up to 50 amps of current to perform the tasks we mentioned above. It would also not be uncommon to find that your bike would require up to half of the stators output power just to keep your bike running. Components on such as gauges, engine computers, fuel pumps etc all have to function to safely allow your bike to operate. So now if we look back to our 50amp stator we can see that up to 25 amps will be used to run the required electronics on our bike, therefore we are left with as little as 25 amps to run anything additional like auxiliary lighting, a GPS system, heated equipment, and so on. Also keep in mind this is considering that everything is in top notch perfect condition, which as much as we try is rarely the case. All of a sudden we may be left with a very small amount of current to actually drive the amplifier that we want to put on our motorcycle due to the limitations of our charging system. Selecting an amplifier that can work within these tight confines will be must to ensure you are getting what you pay for! By the numbers. Now that we have a better understanding of what our charging system is doing and what we have to work with for available power we can start to look at amplifiers. When selecting an

amplifier you will inevitably get caught up in the power output game. After all bigger numbers can mean more volume and must be better right? It will be important to understand how these number will actually work in your bike. A look at an example below: First of all there are a set of rules to follow when it comes to determining power. These rules are called Ohms Law. Let’s use a simple example. Ohms law will tell us that Power(P), in this case the wattage output of our amp, equals Voltage(V) x Current(I), or P=VxI. So if we know how much voltage we can supply the amp and how much current the amp will draw then we can easily figure out the wattage the amp is able to produce under those conditions. If you take our available voltage from our charging system, which in perfect conditions would be 14.4 volts and then use the fuse on the component you are installing as the current rating you will get the values you need. For this example, let’s say our amp has a 20-amp fuse plugged into the side of it. Using 14.4 volts and 20 amps our equation will look like this: P=14.4x20 Calculate this and you end up with 288 watts of available power output from this amp under these conditions. Now would be a good time to point out that we only had a certain amount of power available from our charging system. If we look back we would see that it was only 20-25 amps of current. It may just be enough to run this amp however that was before any additional equipment was added to our bike or any consideration was given to what we may do in the future. Having your charging system running at max is also not the best idea! Next article we will look at how different amplifiers are classified and how that will affect the numbers you just calculated above. Stay tuned for part two coming up next month! As always we welcome your questions. Please submit questions to: readers@themotorcycletimes.ca

Riding a motorcycle requires all of your concentration. Therefore, the first thing to do is to prepare yourself to process information and respond immediately. Remember that alcohol and other drugs will dull your thinking and coordination. Avoid them. Your attitude affects how you perceive situations and how you react to others. Stress, anger, grief and other emotions can impair your ability to ride. Knowledge is another part of being mentall prepared. There are many sources of information about your motorcycle and motorcycling in general that will better equip you to ride - like this publication, for instance. Publications, websites, friends and family, clubs etc have a wealth of knowledge just waiting to be explored. Know yourself and your limits. For example, you might be riding a new motorcycle for the first time. When is the last time you looked at your owner’s manual? Do you know the machine and its capabilities? Do you know your own skill level or capabilities? Experience also plays an important role in your perception and judgment. Analyze your riding style, and the situations that you have encountered in the past. Discuss your riding experiences with others and you may find that you have a lot in common! Some kinds of riding are more demanding than others. Fatigue can become a factor on long tours or late-night rides. Make sure you are in good physical and mental condition and are prepared to meet the challenge of the upcoming ride. Hunger or a need to use rest facilities can take your attention away from the ride. Take care of your physical needs before riding and take rest breaks. Stop, get off your bike, and walk around-ideally. Every hour may not be possible but gas up, grab a snickers and chocolate milk. Limit the distance you ride; about six hours per day is a comfortable for most people. Even age can be considered a form of impairment. Even age can affect reaction time, vision, and other faculties. These limits must also be taken into consideration as you ride. Route planning and knowing what the weather holds in store for you affects your physical preparation. It is difficult to be prepared for all contingencies so knowing the conditions you are likely to encounter will help you to plan effectively. Traffic, construction and vehicle restrictions all have the potential to influence the time and character of each trip. With so little written on the Subject, it might be tempting to assume that the topic is unimportant or trivial. Nothing could be further from the truth! Some experts estimate that riding a motorcycle is as much as 90% a mental activity. Certainly, if so much is “riding” on your mental skills and abilities, mental preparation is an important topic that deserves your consideration. Take a few minutes to check your motorcycle and gear before you ride. Even when nothing needs to be adjusted or fixed the time you spend will help to focus your attention on the ride ahead.

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21 – The Motorcycle Times, April 2016

MarketPlace

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April 9-10, 2016 Spring Motorcycle Show International Centre-Four huge halls are filled with all things ‘Motorcycle.’ The latest models, including touring and cruising bikes, street bikes, sportbikes, offroad bikes, scooters, customs and more. Shopping for all the great bargains on helmets, boots, gloves and riding apparel. Entertainment Stages for your listening pleasure. Check out features such as fashion shows, various autograph sessions and more. Meet special guests: racers, celebrities, authors, builders and other motorcycle personalities. Sell your old bike, buy your new bike! Great Food Choices, Free Parking. Special VIP Motorcycle Parking at the front entrance. www. motorcyclespringshow.com May 7, 2016 Ride for Disabled Vets Starting at – Brown’s Independent Grocer, 1251 Main Street., Stittsville. Registration at 8:30-9:45am. Poker run “kickstands up” at 10am. Run ends by 2pm. BBQ from 2-3pm. There will 50/50 draws & prizes at 3pm. $30/rider and $10/passenger. This ride is in support of the Wounded Warriors (www.woundedwarriors.ca) For more info visit http://www.ridefordisabledvets.ca June 18, 2016 Ride for Dog Guides 9:00 am registration, 10:00 am start. 152 Wilson Street, Oakville, Ont. $25 registra-

tion. A scenic motorcycle ride and poker run from the Dog Guides training centre in Oakville, ending at the Dog Guides breeding and training facility in Breslau (near Guelph). Supporting the Lions Foundation of Canada Dog Guides. Emelia Froom, ride@dogguides.com, 905-842-2891 ext. 226, https://dogguides.com/ride/ July 3, 2016 Run 4 Larry This Fundraiser is for the London, Ontario, Victoria Hospital Otolaryngology Head and Neck Cancer Department to help raise awareness and fund research to alleviate the suffering and hopefully someday allow patients to return to a normal life instead of the current drastic life changes that are experienced after the drastic surgery required to end the suffering. There will be several “Larrys” (complete laryngectomy survivors) there to explain. The ride starts in Windsor or London and goes to Chatham where we will meet up and have a lunch provided for all pre-registered participants and then you can decide to return with the run to the start point or not. $30/per rider and $20/per passenger. Bring $100 in pledges receive a T-Shirt, $250 in pledges and receive a T-shirt and pin. http://run4larry.webs.com July 10, 2016 Grand Bend’s Vintage Bike Festival And ride to the “Summer Classic” on Sun-

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August 20, 2016 Riders Against Hunger (RAH 2016) Registration at 8am. Kick Stands Up at 9:30am. Start venue is the South Common Mall (Erin Mills Parkway & The Collegeway) in Mississauga. Registration: $35 for basic registration, $50 includes ride t-shirt and draw ticket. Ride for FREE by collecting a minimum of $35 in donations. Raise additional funds for incentive gifts and prizes. Register on-line or gate. RAH is a poker-run style ride in support of Eden Food for Change; providing food and skills training to hungry families in western Mississauga. The ride follows a signed, 3-4 hour scenic route with designated ride stops. Breakfast is provided during registration with lunch and live music after the ride. Prizes awarded for best hand, grandprize draw, and top three fundraisers. Will you ride for food? Bill bill@ridersagainsthunger.org, 905-785-3651 x222, www.ridersagainsthunger.org

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day July 10th. from the Growling Gator Restaurant, 81 Main Street, on the end of Main Street right by the beach. The Vintage Road Races Association’s 3 day “Summer Classic” race events are at the Grand Bend Motorplex location, July 8th-9th-10th (endurance races on Friday afternoon). The restaurant will be open early for your morning coffee, Brunch or Lunch. This year we are adding live entertainment “Rocking at the Gator”with a 7pc. Rock & Roll band, Jacob and the Bluesbusters. Sponsored by Hully Gully, from 11-1pm. Vintage or classic bikes on display inside the parking area should be 25 years or older.(1990 or older). At 1pm. we will announce the “People’s Choice Award” winner. It includes a nice plaque, a Growling Gator Gift Certificate and the bike will be featured on the 2017 Festival Poster. At 1:15 pm. we will assemble for the group ride (parade?) to the Motorplex Racetrack. Again this year, there is no registration fee, no official judging but there will be a “Peoples Choice Award”, no vendors, it’s NOT a swap-meet. Entry to the track and pit areas is FREE to all in the group (parade) ride. Vintage related club and group displays are encouraged and free space will be available. Just turn up and show off your Vintage & Classic scooters and motorcycles. Because of limited space in the parking lot, only Vintage and Classic bikes will be able to park there. Riders of all makes and models are welcome to drop in, it’s all FREE !

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23 – The Motorcycle Times, April 2016

Thanks To a cusTom concepT called ergo-fit™, wiTh opTional handlebar and seaT accessories, and adjusTable fooTpegs, The Vulcan s is The perfecT fiT for any rider. The Ninja inspired 650cc gives you all the confidence and power you need at the same time, and comes with ease of handling you’ve yet to see in this category, Until now, that is.

kawasaki.ca ©2014 Canadian Kawasaki Motors Inc. Always wear a helmet, eye Thanks To a cusTom concepT ergo-fit™, wiTh@CanadaKawasaki of drugs or alcohol. Adhere tocalled the maintenance schedule in your owner’s manual. Professional riders on a closed course. opTional handlebar and seaT accessories, and adjusTable fooTpegs, The Vulcan s is The perfecT fiT for anyBELLEVILLE rider. Sturgess Cycle SPORT & LAWN protection and proper riding apparel. Never ride under the influence

The you all the confidence and power you St. S. Belleville 615Ninja Kinginspired Street 650cc West, gives Hamilton 128 Church need at the sameor time, and comes with ease of handling613-968-4559 you’ve yet 905-522-0503 888-421-3333 or 877-968-4559 www.sturgessonline.com www.bellevillesportandlawn.com to see in this category, Until now, that is.

FasT Track Performance GRAND RIVER POWERSPORTS 3418 Catherine Street. 1264 Colborne St. E. kawasaki.ca Canadian Kawasaki Motors Inc. Always wear a helmet, eye Brantford 519-759-8140 Dorchester©2014 519-268-8429 protection and proper riding apparel. Never ride under the influence www.fasttrackperformance.ca www.grandriverpowersports.ca of drugs or alcohol. Adhere to the maintenance schedule in your owner’s manual. Professional riders on a closed course.

Cycle One 127 Ingersoll Road, Woodstock 519-421-3333 www.cycleone.ca

@CanadaKawasaki

MotorsportS Pickering 3260 Highway 7, Pickering 905-620-1171 www.motorsportspickering.com

CanadianKawasakiMotors

Ready Kawasaki 430 Hensall Circle, Mississauga 905-896-1600 or 1-855-896-0430 www.readykawasaki.com

CanadianKawasakiMotors

April 2016, The Motorcycle Times – 24

Clare’s Harley-Davidson® of Niagara

Freedom Harley-Davidson® of Ottawa

Mackie Harley-Davidson®

Kitchener Harley-Davidson®

Davies Harley-Davidson®

Rocky’s Harley-Davidson®

590 York Rd, Niagara on the Lake 905-684-4647 OR 866-979-7403 www.claresharleydavidson.com 2255 Kingsway Drive, Kitchener, 519-893-0493 OR 866-803-6837 www.kitchenerharley.com

1963 Merivale Road, Ottawa 613-736-8899 www.hdottawa.com

8779 Yonge Street, Richmond Hill 905-709-1340 OR 866-977-1340 www.daviesharley.com

880 Champlain Avenue, Oshawa 905-434-6550 OR 800-668-5828 www.mackieharleydavidson.com

900 Wilton Grove Road, London 519-438-1450 OR 866-438-1450 www.rockys-harley.com

Barrie Harley-Davidson® 311 Bryne Drive, Barrie 728-5322 OR 888-743-1903 www.barriehd.com