The Motorcycle Times - December 2019

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DECEMBER 2019

Sprockets BMW Electric Patent New electric motorcycle patent shows BMW working on radical electric sport bike BMW may be getting closer to unveiling an impressive new electric sportbike that could rival the likes of the Zero SR/F and Energica’s Ego. At least that’s what these recent BMW electric motorcycle patent drawings seem to indicate.

The patent drawings from BMW show an electric sport bike with an unconventional design.

Unlike most motorcycles, which are built on a standard frame, BMW’s patent drawings show a frameless motorcycle design.

Instead, the major structural component is a sealed box containing the batteries and controller.

The head tube of the bike is mounted fore of the battery box, while the motor is mounted just below and aft of the box.

The swingarm mount appears to be mounted to the motor assembly, which would keep the swingarm pivot and the motor axle as close to each other as possible, simplifying chain or belt tensioning.

The design may be novel as far as electric motorcycles are concerned, but it isn’t entirely new to BMW. The BMW C Evolution electric scooter actually adopts a similar design, with a sealed battery box serving as a structural member in lieu of a typical frame. The C Evolution is a five-year-old design at this point, though it has undergone a number of design improvements over the years.

BMW has played with far-out electric motorcycle concepts in the past, such as its Vision DC Roadster electric motorcycle concept, though the motorcycle seen in these new patent drawings looks much more like something the company could actually manufacturer — and soon.

But until BMW gives us more info, any speculation about the price or production design is simply that — speculation.

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Harley-Davidson’s® First Adventure Touring and Streetfighter Models Debut with All-New Revolution® Max Engines Models Beckon a New Era of Middleweight Capability, Performance, and Attitude from Harley-Davidson.

Displayed for the first time publicly at EICMA in Milan, Harley-Davidson® is showcasing two all-new middleweight motorcycles, including the release of information surrounding the latest signature Harley-Davidson® V-Twin engine – the Revolution® Max. The powerful allnew 60-degree V-Twin has been designed

New Pan America and Bronx

for a new range of Harley-Davidson motorcycles in two different guises – 1250cc in the new Harley-Davidson Pan America™ and 975cc in the Harley-Davidson® Bronx™. Harley-Davidson® first announced expansion into new segments including new middleweight offerings in its More Roads to Harley-Davidson® accelerated plan for growth in July 2018.

These exhilarating new models will both launch in late 2020 extending the iconic brand into new market segment.

Pan America™ The Harley-Davidson Pan America™

is an all-new advanced adventure touring multi-purpose motorcycle equal parts campfire, wanderlust, and grit. The Pan America™ is a two-wheel multi-tool built to endure, designed to explore, and engineered for the unknown.

Bronx™ The new Harley-Davidson® Revolution® Max powertrain is also at the heart of an all new Bronx™. This middleweight streetfighter model rolls with an unapologetic attitude and performance continued on PG. 03 to match.

December 2019, The Motorcycle Times – 2

New Pan America and Bronx Powering both the new Pan America™ and Bronx models is the new liquid-cooled 975cc and 1,250cc Revolution® Max engine. Created to power a range of new Harley-Davidson® models, the Revolution® Max is designed to offer flexible performance with a broad powerband that builds to a surge of high-RPM power. Minimizing weight and maximizing performance, the Revolution® Max provides a narrow powertrain profile that is integrated into the motorcycle as a stressed member of the frame to enhance center of gravity and handling. The fully balanced powertrain has an internal counter balancer that mitigates primary engine vibration to enhance rider comfort and improve vehicle durability. Its design is bold and contoured, classic and contemporary, strong and svelte – a representation of Harley-Davidson® performance and style.

Revolution® Max 1250 Engine Performance Targets ·Displacement 1250cc

·More than 145 horsepower ·More than 90 ft. lbs. peak torque

Revolution® Max 975 Engine Performance Targets ·Displacement 975cc ·More than 115 horsepower ·More than 70 ft. lbs. peak torque

Revolution® Max Engine Technical Features Liquid-Cooled V-Twin Architecture • Since 1909 the V-Twin engine has been the centerpiece for legendary Harley-Davidson® motorcycles. This lineage continues into the middleweight performance space with the Revolution® Max engine.

• A 60-degree vee angle of the cylinders provides space for dual down draft throttle bodies that maximize air flow and increase performance.

• Liquid cooling maintains a controlled engine temperature for consistent performance in changing environmental and riding situations.

To optimize performance of the new Pan America™ and Bronx™ models, Harley-Davidson® tapped into the expertise of world class component manufacturers to deliver bespoke solutions for braking and tire performance. For braking, Harley-Davidson® collabo-

rated with Brembo® to create a new radial monoblock four-piston caliper that combines sharp edges with softer curves designed to create a style that complements the personality of the bike and delivers outstanding braking feel and capability. For tires, Michelin® and Harley-Davidson® have worked closely to develop co-branded tyres for each motorcycle model that optimize performance, feel and grip in all conditions.

HIGHLIGHTS

•2021 Harley-Davidson Pan America™ adventure touring and Bronx™ streetfighter models available in late 2020 •New Harley-Davidson 975 cc and 1250cc Revolution® Max – the powerful all-new liquid-cooled V-Twin engines •Horsepower and torque range announced •New partnerships with Brembo® and Michelin® support middleweight development

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3 – The Motorcycle Times, December 2019

CONTINUED FROM COVER

December 2019 , The Motorcycle Times – 4

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

scott macdonald EDITOR

Traditions: Customs or beliefs that are passed on from generation to generation.

As a child, everyone I knew celebrated Christmas the same way. It was almost a laundry list of things we all had and or did leading up to the big day. It started with the first week of December, that was when our tree when up, not November 30th – December, because November is way too early. Then the outside decorations were hung. Same multicoloured string year after year, always with a few bulbs broken or blownout from the previous year. We had that string for so long, most of the colour coating had flaked off the bulbs and any colour that still remained on the surviving bulbs was only enough to be able to tell what colour it used to be so dad knew what they once were when he got around to changing them. So, the string, once hung and lit really was a series of yellowish-white bulbs highlighted with 8 or 10 new colour saturated glass bulbs, that was our display.

For the next few weeks leading up to the big day, we’d visit the malls, shop and enjoy all the great window displays decorated for the holidays. My family would always reserve one Saturday before Christmas to go downtown Toronto for the day. We’d take the subway down to the Eaton’s Centre area and as we exited the station, I remember a sound that surrounded me, cars honking in the distance, bells jingling from Santa standing on the corner and the sounds of the people chatting as they rushed by, each of them carrying at least one of those large department store bags that were for sale at their entrances. If, I was lucky, it would be snowing that day adding to the excitement.

Simpsons Department Store was on the corner of Yonge Street and Dundas, it was

Past, Present and Future

huge, large windows decorated with Christmas magic all along Dundas Street. Right next to Simpsons was The Hudson’s Bay Department Store and of course there was Eaton’s Department store to the north. All were multistories high and each floor was dedicated to a specific department. Always located on one of the top floors was the toy department. As you rode the up escalator a sound began to get louder and louder, whistles, bells, songs and drums – the toy department, with all it’s glitz would be revealed as you crested that 7th floor escalator, it was glorious!

The ‘Toy Department’, the ultimate destination for any kid. Toys as far as you could see in every direction, shelves stacked with fun and at the centre of this wonderful universe, the big department stores would unwrap and setup elaborate displays to showcase the latest and greatest. That was it for me, it didn’t get any better than that, how on earth could you top that?

The day would always wind down with a trip to a favourite restaurant and the ride back to Islington station via the subway and home once again – what a special day.

The years have peeled away and with each new layer, it seemed like more and more of my childhood experiences were disappearing, every Christmas, less and less effort seemed to be put into the customer experience. And then it happened, no more Toy Department or those wonderful eye popping displays.

As I grew older, I tried to keep some of those traditions alive for my family, trips to the big city, visiting the big department stores, until they all closed their doors and disappeared.

The anchor – Eaton’s Centre until about a decade ago was the last remaining survivor of my childhood, my connection to Christmas

Past and now it’s gone too. I carried those traditions and my passion of motorcycles on to my son and he is now doing the same for his daughter.

I am now a grandfather to a beautiful, smart and funnny (rather talented) little girl, she knows nothing of the experiences I or her father had as a child. She will never experience the sheer joy and excitement of walking into the department store and seeing that mountain of toys. A entire room dedicated just to her imagination, creativity and the wonder of all that was Christmas.

I guess with time new traditions are replaced, not by choice but by the ever changing landscape of society. We now have new traditions she will grow up with and remember and hold close to her heart. Those traditions are not just limited to the season we know as Christmas, our new traditions carry over into all aspects of her life like the passion for motorcycles we all have. From early on she has been fascinated with them, and with those who ride. She has become an honorary member of a South Carolina HOG chapter on a recent trip south and every chance she gets with her dad, she can’t wait to throw a leg over the seat of his motorcycle and go around the block. I think her future looks good from where I sit.

The future of motorcycling is up to all of us who ride. Teach, share and spread the joy not just of the season but of your passion for riding and hopefully someday she or he will ask you to go for a ride with them.

On behalf of the staff here at The Motorcycle Times, we wish you and your family a Merry Christmas and a Prosperous New Year.

See you in February.

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5 – The Motorcycle Times, December 2019

What Moves Your Soul?

December 2019, The Motorcycle Times – 6

chatterbox BMW R18/2 Concept Unveiled John Davidson was president of Harley-Davidson during turbulent AMF days

BMW unveils new concept on upcoming large-displacement cruiser model.

BMW has just unveiled yet another custom concept based on the R18 powerplant.

We first saw this engine in CW Zon’s custom “Departed” build at the Mooneyes Yokohama show, then Revival Cycles’ “Birdcage” build in the Handbuilt Show in Austin, Texas, and most recently we saw the first concept R18, simply dubbed: Concept R18. In the latest version, we are now able to see an airbox and side covers that were not seen on previous models, but the new concept bike also comes with a race brake!

We have been excited about every version of this bike since we first saw the engine in Yokohama, and now as each stage brings it closer to final production, that excitement continues to grow. Obviously pulling from BMW’s heritage, the R18 has a classic silhouette, but is powered by this massive 1,800cc horizontally opposed twin that is still shrouded in some mystery for us. As we continue to watch BMW develop this bike, we can’t help but laugh at their attempt to market toward younger, hipster riders in their video. Rather than an engineer or someone from BMW who helped develop the bike, we have some

guy with a neck tattoo telling us that it has both “no BS” and “a race brake.”

Panel paint, pinstriping, and a headlight cowl give the R18/2 concept a SoCal club-style vibe.Courtesy of BMW While the Concept R18 bore resemblance to a BMW R5’s timeless lines and paint scheme, the /2 looks more like someone dressed a BMW up like a H-D Dyna. The panel paint and headlight cowl just scream “SoCal custom,” on a bike that was exceptional and beautiful because of its Bavarian heritage. When thinking of customizing large-displacement cruisers, many people’s minds go to H-D styling, but that results in H-D replicas, rather than unique bikes with their own DNA. Based off of the previous customs and concepts, I have been expecting a very BMW motorcycle, so to see derivative design accents on this one is a bit disappointing.

Here you can clearly see the airbox and side covers that were not on the previous R18 concept bike.

Luckily the Concept R18/2’s lines remain the same and the addition of the airbox and side covers only make the bike look more finished and complete. I’m hoping to see more.

John A. Davidson, former president of Harley-Davidson Motor Co. and grandson of the company’s founder William A. Davidson, died Nov. 11 at the age of 84.

Milwaukee-based Harley-Davidson confirmed his passing in a statement.

“During his 22 years with HarleyDavidson, John was instrumental in numerous business accomplishments and leaves a lasting legacy in HarleyDavidson history,” the company said in a statement. “Harley-Davidson employees and dealers send their sympathies to the Davidson family.”

John Davidson was born in Milwaukee and after earning a bachelor’s degree from Lawrence College in Appleton and serving in the U.S. Army, he joined Harley-Davidson at the age of 25 in the dealer relations department, according to a published death notice.

Over his more than two decades with Harley-Davidson, he held leadership roles in marketing and sales.

John served on the product development committee for the debut of the Duo Glide motorcycle in 1958, which became the Electra Glide motorcycle of today. His accomplishments with the company included product development planning for the Evolution VTwin engine introduced in 1984. That engine is often credited with saving the company from bankruptcy. John was elected as chairman of the board and president of the Motor Company from 1973 to 1979.

Davidson’s leadership tenure came under the company’s ownership by American Machine and Foundry Co. (AMF), which acquired the motorcycle maker in 1969. AMF would attempt to cut costs with layoffs and a streamlining of production, but the moves also cut into quality and into the motorcycle manufacturer’s reputation. That led up to the 1981 leveraged buyout by 13 Harley-Davidson executives. That same year, John Davidson retired from the company.

After retirement, Davidson continued to contribute to the Milwaukee community, and his philanthropic efforts included many organizations that serve Milwaukee-area youth, such as Boys & Girls Clubs of Greater Milwaukee, Juvenile Diabetes Research Foundation and the Milwaukee Youth Symphony Orchestra.

“During the long legacy of HarleyDavidson, John Davidson’s contributions were foundational to strengths we still enjoy today,” said HarleyDavidson President and CEO Matt Levatich. “We are grateful for his many contributions and his life-long passion for the Harley-Davidson brand.”

Supercross’s anticipated EV class not ready for 2020 Motorcycle racing series Supercross isn’t quite ready to add an EV class.

The sport — where riders race high-performance machines on jump-filled stadium tracks — currently fields only gas-powered two-wheelers.

Supercross was poised to launch an allelectric class this month, by converting its junior program to a new e-moto manufactured

by KTM — Supercross Director of Operations Dave Prater told TechCrunch in April.

“We haven’t one-hundred-percented it yet, but it’s fairly close and we’re…going to race that electric KTM in October,” he said.

That won’t likely happen for the upcoming 2020 season, but input from Supercross and KTM indicates the launch of a junior EV class could be imminent.

On why it didn’t kick-off in October, “That would be a KTM question,” Prater told TechCrunch on a call this week.

“As a company, we’re embracing EV racing. At the moment, we’re beholden to the OEM’s and how quickly they want to introduce it into the mix,” he added.

“The KTM Junior racing in Supercross is an incredible experience for a small group

of kids and their parents. At some point we might start using the SX-E5,” KTM’s Group Marketing Manager for North America Tom Moen told TechCrunch in an email.

“We can’t have them racing something that is not readily available,” he added.

Another area to watch for the introduction of e-moto competition — according to Moen — is outdoor dirt series Motocross, the rules of which (like Supercross) are governed by the American Motorcyclist Association (AMA).

“The AMA…is working on classes for the AMA Loretta Lynn’s championships for 2020, which is the national amateur MX series, the finals happen late summer, this is much more important racing wise,” Moen said.

TechCrunch has an inquiry into AMA for confirmation and will update accordingly.

One hurdle to entering electric motorcycles in AMA gas racing is how to classify battery powered two-wheelers compared to internal combustion engines that the AMA classes based on displacement, AMA offroad racing manager Erek Kudla explained to TechCrunch in April.

The other potentially larger hurdle (as Supercross’s Dave Prater alluded to) is the lack of an OEM-produced competition e-moto capable of racing at or near the specs of the high-performance gas machines that run in Supercross and Motocross.

California based EV startup Alta Motors had come the closest toward creating an emoto toward that endeavor, but went bankrupt before getting there.

In addition to its junior SX-E5, KTM debuted its Freeride E-XC adult off-road e-motorcycle in the U.S. in 2018, but KTM didn’t indicate if this was the bike it was planning to reconfigure for motocross.

For the moment, it looks like seven to eight-year-olds racing KTM’s SX-E5 in Supercross could be the nearest bet for EV motorcycle competition.

And Supercross creating an all EV junior class has a spot of relevance in the overall transformation of global mobility — namely the conversion of the motorcycle industry to electric.

Factors such as declining sales among young people and competitive pressure from EV startups are pushing the big names to-

ward E offerings. Harley-Davidson launched its first e-moto, the $29K LiveWire, this year as part of a full EV pivot.

Zero Motorcycles is challenging HD with its new $19K SR/F. And rumors have floated on Ducati developing an e-moto, after the Italian company debuted two e-bicycles.

Harley and e-moto companies such as Zero have spoken of the importance of early adopters to embrace e-motorcycles. Harley made moves this year to reach the earliest of early adopters when it acquired kids e-bicycle company StaCyc. Launching one of motorcycle racing’s first all-electric classes with juniors and pairing it to Supercross’s stadium venues could become more than an EV gateway for OEM KTM. It could actually start young riders on emotos before they’ve ever ridden gas and keep them running on voltage into teen and adult years.

For the motorcycle industry at large, that means creating a future EV market versus trying convert one with preferences set in the fossil-fuel the past.

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7 – The Motorcycle Times, December 2019

THE SUZUKI FALL

December 2019, The Motorcycle Times – 8

All-New 2020 Yamaha MT-03 Coming to Canada Toronto’s only authorized Moto Guzzi, Aprilla, Vespa and Paiggio dealer and service centre New and used motorcycle sales, service parts and accessories.

A radical new look and feel, a bestin-class two-cylinder engine, precise handling and outstanding agility, the new MT-03 is the ultimate entry-level ride for anyone looking to join the Yamaha family.

DiASil cylinders offer excellent heat dissipation properties for reduced horsepower losses.

SUSPENSION The MT-03 features an inverted KYB fork with optimized spring

STYLING Carrying the same athletic DNA that has made the MT-09 one of the best-selling Yamaha models of all time, the new MT-03’s aggressive next-generation design conjures the iconic MT look. The mass-forward body design projects a forceful and predatory character, while dual slanteye position lights offer a menacing look above the single LED headlight.

ERGONOMICS The wide-shouldered fuel tank and new bodywork have enabled Yamaha’s designers to achieve an optimum riding position that enables MT-03 riders to experience the highest levels of comfort and control in different situations. The slim centre section allows the rider to mould their body closer to the bike. The low seat height, high-mounted handlebar and compact frame guarantee a natural and ergonomic riding position that creates a special feeling of rider/machine unity.

ENGINE At the heart of the MT-03 is one of the most sophisticated powerplants in the class, featuring a balanced twocylinder configuration that delivers a much smoother feeling at lower rpm compared to some single-cylinder models. Its high-tech internals include carburized connecting rods and lightweight, heat-resistant forged pistons with a low reciprocating weight for reduced vibration and enhanced throttle response. The all-aluminium

and damping settings, delivering more solid handling when closely compared to motorcycles using conventional front forks. The Monocross single shock has seven steps of preload adjustability and is tuned to strike a balance between ride comfort and sporty performance for capability across a wide range of uses, from urban commuting to extended rides in the twisties.

The 2020 Yamaha MT-03 will be available in Canadian dealerships by the spring of 2020 starting at $5,899.

Colour options are Ice Fluo, Tech Black and Yamaha Racing Blue. For a thorough list of features and tech specifications, please visit https:// yamaha-motor.ca Key Features •Aggressive next-generation design •Dual slant-eye position lights •LED headlight •Sophisticated 321cc twin-cylinder •New 37 mm inverted front fork •Long swingarm-new shock settings •Lightweight diamond frame •Ergonomic riding position •High-quality, big-bike look and feel •New high-tech LCD instruments •New lightweight LED flashers Returning to the lineup and completing Yamaha’s 2020 offerings are the MT-07, MT-09, MT-10, XSR700, XSR900, Tracer 900, Tracer 900 GT, Super Ténéré ES, FJR1300ES and WR250R.

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By JASON ALEXANDER Triumph are one of the most iconic names in motorcycling. The Film and Television industry consistently uses Triumphs to stamp their mark on popular culture, and have been doing so for decades. There are classic examples of this - such as Marlon Brando in ‘The Wild One’, Richard Gere in ‘An Officer and a Gentleman’, Steve McQueen in ‘The Great Escape’, Clint Eastwood in ‘Coogans Bluff’, and the list goes on.

Of all of the celebrities to ever ride a motorcycle, nobody comes close to Steve McQueen in capturing the essence of ‘cool’. He was inextricably linked to those classic bikes - thereby making Triumph motorcycles the ‘must have’, coolest accessory of all.

Armed with these romanticized visions of Triumph, I decided to put a few of the latest models through their paces.

I wanted to establish whether the ‘cool’ factor was still alive and kicking. Do they still have that Bon Vivant or are Triumph trading on their heritage too much.

To answer these questions, I have been riding a selection of bikes from Triumph’s ‘Modern Classics’ range. All of these bikes are based upon the Bonneville with the parallel-twin 1200cc engine.

Triumph says that there’s a bike here for every type of rider. So, I have to ask if are they any good, and has Triumph managed to achieve their objectives?

The four bikes I selected to ride were,

the Bonneville T120 Black, the Scrambler XC & XE, and the Speed Twin. Triumph does produce smaller-engined versions of each of these bikes but I decided to focus solely on the 1200cc ‘big brothers’.

For the Triumph aficionados out there, you may be wondering why I have left out certain other Bonneville-based models. Firstly, there’s the Thruxton - which is a highly specialist version - and this will be included in a separate article when it goes head-to-head with its main rivals.

Then there’s the Bobber and the Speedmaster, but I don’t consider to be different enough from the standard T120 to justify their inclusion in this review.

T120 Black The first bike I rode was the Bonneville T120 Black. This bike is undeniably a timeless classic and deservedly so. This design icon, with its retro styling harking back to 1959, still looks stunning today.

This variant looks absolutely gorgeous in all-black with matt black finishes on the engine and exhaust. The all-black treatment is complimented wonderfully by a distinctive brown seat and those traditional chrome Triumph tank badges. The tubeless wire wheels also add to the classic vibe. All-in-all it’s a big ‘thumbs up’ to the T120 in the looks department.

The first thing that struck me about the T120 was the riding position. The ergonomics are lovely. Most people will instantly feel comfortable and relaxed with the seating position. The controls are exactly where you want them to be, and the retro-styled gauges are fabulous.

The heated grips and cruise control were a somewhat surprising, and very wel-

Bonneville or Bon Vivant

come, addition.

Once on the move, the T120 is a remarkably easy bike to ride. It feels light and agile and the exhaust note is just glorious - albeit not as loud as I would have liked. The handling is pretty good and the brakes are spot-on. The ride quality is also good, enabling the bike to soak up the bumps, without becoming unsettled in any way.

In short, the T120 is a fantastic-looking bike that manages to do precisely what it’s supposed to do. There are a few other bikes out there that try to capture the spirit of the Bonneville - such as Harley’s Sportsters and Kawasaki’s W800 - but they ultimately all fall short. The T120 doesn’t do anything particularly brilliantly, but it doesn’t do anything badly either. It’s basically a solid and complete motorcycle package that is the epitome of cool. For a bike that you can ride everyday, and have a great deal of fun on, the T120 delivers in abundance.

The final question is whether you should pay the extra $2k for the T120 or just have the T100 (900cc) version.

For me, it’s the T120 everyday. The twin brake discs, the retro gauges, the extra power and the liquid cooling all combine to justify the additional cost of the T120 over the T100. However, both bikes are just wonderful and prove that Triumph has this formula right.

Scrambler XC and XE The Scrambler range is another classic Triumph. In the 1200cc form, there are two variants - the XC and the XE. The XE is the top model and comes with a few extras, some enhancements to the electron-

ics and greater suspension travel. The XC is the more road-oriented version.

The most obvious visual difference between the XE and the XC is the suspension. The XE has much longer (gold-coloured) Showa front forks, that provide greater suspension travel for even more off-roadability. As a result of this, the XE is a much taller bike than the XC. Dare I say it … if you are a touch verticallychallenged, it would be best to opt for the XC model.

Having ridden the 900cc Street Scrambler, I found that to be a fairly capable bike and a competent off-road performer.

However, these 1200cc Scramblers are in an entirely different league. They are poised, precise and an order of magnitude more accomplished than the Street Scrambler.

Both Scramblers (XC&XE) were equipped with world class components.

There’s adjustable USD Showa front forks; adjustable Ohlins rear shocks; Brembo M50 front brake callipers and a Brembo rear brake. The Brembo’s provide stunning braking - both for control and feel - and are often fitted to high-performance sportsbikes, such as Ducati. To be honest, these Brembo’s were overkill but they worked well on the Scrambler.

The Scrambler comes with heated grips, cruise control, keyless ignition and LED lights. Electronics include traction control, ABS and 5 riding modes (6 modes on the XE model). For bikes that are so well equipped with road-oriented features it is remarkable that they perform so well off-road.

My favourite setting was ‘Road’ -

continued on PG. 12

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11 – The Motorcycle Times, December 2019

which I found ideal for both road and trail riding. ‘Sport’ mode gives you a tremendous kick off the line, but was a little too lumpy for my liking. For the serious adventure rider, the ‘Off Road Pro’ mode pacifies most of the electronic aids and provides one hell of a ride. In fact, the Scrambler 1200 is right up there with the very best off-road and adventure bikes you can buy.

Like the Bonneville, the Scrambler too is relatively easy to ride. The 1200cc power plant delivers a remarkable amount of torque. The torque curve is fairly flat right across the rev range, making the power instantly accessible.

Both models come equipped with a high-level exhaust for that quintessential Scrambler look. This does means that the catalytic converter is housed next to your right knee and emits quite a bit of heat.

I personally didn’t find this problematic, but some riders may. On the XE model that I rode there was a factory-fitted Arrow exhaust system. Surprisingly, this delivered a very noticeable performance improvement over the XC. Setting up your personal riding preferences on the Scrambler is a very simple process. The TFT display is an absolute joy to use and provides you with all the information you need … and then some.

The displays are clear and also highly customizable.

The Scrambler’s handling is amazing. At first, I was somewhat sceptical about how well it would handle with it’s 21-inch front wheel. However, the bike proved to be perfectly set up for both road and trail riding.

If you feel so inclined, you can ride the Scrambler very hard indeed. It is a confidence-inspiring bike, with predictable secure handling, and it rewards and flatters you. The Scramblers are superb bikes, and the likes of KTM and BMW should be very worried indeed.

Speed Twin Last, but by no means least, is the 96bhp, 1200cc Speed Twin. A ‘Speed Twin’ was first introduced by Triumph in 1938 and they have resurrected the name for this new 2019 model.

Where the Bonneville’s styling pays tribute to the 1960s, the Street Twin takes many of its design cues from the 1970s.

The overall dimensions of the Speed Twin are very similar to the Bonneville, but it somehow looks (and feels) much, much smaller. Certainly, it’s quite a bit lighter than the Bonneville - 62lbs lighter, in fact.

This bike is the big brother to the 900cc ‘Street Twin’ and, side-by-side, they look almost identical. However, that’s where the similarities end. There are some little touches on the Speed Twin that subtly convey its more purposeful nature.

The Speed Twin uses the same engine as the Thruxton, but it is smoother, lighter and far more torquey. Overall the bike ends up 22lbs lighter than the Thruxton.

The easiest way to describe this bike is to say that it’s The Gentlemen’s Triumph Thruxton. What I mean by that is, you have all of the performance of the Thruxton but wrapped up in a much more comfortable, far easier to ride package.

The riding position is sports-oriented, but not as radical as the Thruxton.

Being tall, I felt a little cramped on the Speed Twin but it was still relatively comfortable.

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It doesn’t take long to get used to the riding position and, after only a short while, I found that I could throw this thing around with consummate ease.

The Speed Twin is equipped with retro-styled gauges, 3 riding modes, and LED lights as standard. To personalize the Speed Twin, there are 70+ accessories in the Triumph catalogue.

The more I rode the Speed Twin, the more I liked it. The front end has non-adjustable cartridge forks, whilst the only adjustment on the rear shocks is the preload. However, Triumph has done a nice job up setting the bike, so I found that the suspension was just fine. It certainly delivers a nice smooth ride, albeit rather firm. Add to that the ultra-sticky Pirelli Diablo Rosso Corsa tyres and the Speed Twin feels very planted and secure. Pretty soon I found myself exploring the limits of the bikes’ lean and wiping out the ‘chicken strips’ from the tires.

So far so good for the Speed Twin. It is by far the fastest, most responsive of the bikes here. Having said that, it was not quite as exciting to ride as I was expecting. With the amazing volume of new models that Triumph cranks out these days, I wouldn’t be in the slightest bit surprised if an ‘R’ version of the Speed Twin is imminent. Now that would be something I would really like to ride.

Many people will like the Speed Twin just as it is. Personally, I would have liked to have seen it supplied with tubeless wire wheels, rather than the aluminium ones that are fitted as standard. Heated grips would also have been a nice addition. Colour-wise, the plain black paintjob looked much better than the optional (additional cost) two-tone colours. Lastly, the ‘Triumph’ tank badges look cheap, and absolutely not in keeping with this premium bike. Put some proper 3-D decals on the bike please Triumph!

Having said all that, let’s not forget that the Speed Twin comes in at an incredibly affordable price point - around C$13.5k - making it exceptional value for money.

Whilst the Speed Twin is a highly capable road bike it ultimately falls just short of delivering Triumph’s customary Bon Vivant. I am 6’3 and, perhaps, too tall for this bike which meant that I never managed to get totally comfortable on it. This, unfortunately, tainted my overall impression of the Speed Twin. There is plenty to like about the Speed Twin, especially that superb Thruxton-derived engine.

But, apart from that, there is very little to

truly love.

Extras and Accessories The round mirrors - fitted to the Bonneville and Scrambler as standard - are simply atrocious. All they do is to give you a magnificent view of your arms. For such premium quality motorcycles this is a very sloppy oversight. Conversely, the Speed Twin’s bar-end mirrors are excellent. The good news is that changing mirrors is relatively inexpensive, which leads me to mention Triumphs range of accessories.

Triumph have done a sterling job with all of these bikes, and this extends to their accessories and extras. For example, the Scrambler XE that I rode was fitted with a metal mesh headlight cover and engine bars. These items are not only practical but also aesthetically pleasing. Finally, Triumph’s clothing line is of the highest quality and well worth checking out.

Triumph has so many good bikes in its’ current line up, it’s hard to say which are the best. They seem to be on a roll right now and keep introducing new models for just about every type of rider that you can possibly imagine - and that’s just within the Bonneville range! For potential buyers this is actually a major problem. There is almost too much choice.

For example, should you have the 900 or the 1200; should you have the cruiser style; the cafe racer; the dual sport; or the modern classic; and what about colour choice? It’s all rather bewildering. However, you can rest assured that whichever Triumph you choose you are unlikely to be disappointed.

My advice, for what it’s worth, is to have a clear appreciation of the type of rider you are, know the full extent of your budget, and then work closely with a Triumph professional to help finalize your choice. As a part of the process make sure you take a test ride and see how the bikes feel for you. Lastly, and most unfortunately, check the insurance premiums as this may have a serious impact on which Bonneville most suits your needs.

In summary, these Bonneville-based bikes are all very good indeed. At their heart, these four bikes are fundamentally the same. They are all based on the Bonneville platform. Triumph should be commended for their ability to ‘tailor’ each bike to perform so differently, and so well. The Scramblers are beautifully engineered dual-purpose machines; the Speed Twin is refined for speed, comfort and handling; and the Bonneville T120 remains a justifiable icon. The build qual-

13 – The Motorcycle Times, December 2019

ity throughout is excellent, the level of standard equipment is exceptional, the performance and handling are good, and the prices are competitive. The T120 comes in at C$13k, the Speed Twin is around C$13.5k, and the Scrambler range starts at C$15k. As with most Triumphs, you get the heritage, the brand name and that all-important ‘cool’ factor.

To pick a bike amongst this little lot comes down solely to personal taste and riding style. If I was forced to select one of these bikes, it would have to be the Scrambler 1200 XE. The Scrambler XE ticks a lot of boxes for me. Primarily because I’ve been road and trail riding for over 25 years, and it’s physical size suits my 6’3 frame. But, let’s be honest, any of the others would do just fine. Perhaps Triumph would put the engine from the Speed Twin into the T120. That would be very special indeed.

Finally, I would like to express my gratitude to the guys at Sturgess Cycle in Hamilton, who’s generous support enabled me to bring you this insight on the Triumph Bonneville range.

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December 2019, The Motorcycle Times – 14

testingtimes

A History of Norton Motorcycles

By MARY HADDON As one of the most famous British motorcycle brands of all time, Norton remains one of the most emotive and iconic marques today. Famous for their classic models from the 20th century, the company is back in business today – hand building an eclectic range of models ranging from authentic retro classic reboots of the famous Commando through to an all-new 200bhp, 1200cc V4 superbike.

The company was founded by James Lansdowne Norton, in Birmingham, in 1898. The company made its first motorcycle four years later using, as was the norm, bought in engines in a chassis designed and built by Norton.

In 1907, Rem Fowler won the twincylinder race at the first ever Isle of Man TT – riding a Norton motorcycle powered by a French Peugeot engine.

The following year Norton started pro-

ducing its own engines, a range of sidevalve singles that would see service right through the war years.

Norton gained a reputation as a sporting brand and held numerous world speed records prior to World War One. Production was halted during the war years but resumed in 1919.

Norton was also a fixture at the Isle of Man TT races, where it continued to enjoy great success.

World War Two saw production dedicated to military motorcycles from 1936 to 1945, and when the Isle of Man TT races resumed Norton again produced the bikes to beat, winning the Senior TT every year from 1947 to 1954.

In 1949, the motorcycle world championships began – the precursor to today’s MotoGP series – and Norton won the first ever 500cc Grand Prix, with Harold Daniell victorious at the Isle of Man Senior TT on 17 June 1949.

Norton was a major player in the early years of Grand Prix racing, winning the 1951 500cc title with Geoff Duke, and even when the Italian multi-cylinder machines from MV Agusta and Gilera started to dominate the racing, the Norton still proved to be a trusty and competitive option for privateers.

Along with Triumph and BSA, Norton enjoyed the golden era for British motorcycles in the 1950s and 1960s. The Norton Dominator, a 500cc twin, was introduced in 1949 to much acclaim, while the race bikes enjoyed great success with the new ‘Featherbed’ frame.

Designed by Northern Irish racing brothers Rex and Cromie McCandless, the Featherbed was given its nickname in 1950 after Harold Daniell first tested it and quipped that it was like ‘riding on a featherbed’.

The Featherbed design moved on motorcycle chassis design considerably at the time and gave Norton a reputation for building fine handling motorcycles (many specials builders would later mate the stronger Triumph engine with the Norton frame to create the ‘Triton’). Featherbeds were expensive to make, as they used long lengths of Reynolds tubing, which was welded into a twin loop design that was lighter and more rigid than other frames of the time. The Featherbed first found fame in the legendary Manx Norton. The Manx was Norton’s race bike, which was produced between 1947 and 1962 in 350cc and 500cc forms.

As the name suggested, the Manx

was developed to race at the Isle of Man TT races and it was a highly competitive machine not only on the Island, but in the early years of Grand Prix racing. Even after Norton ended its works team in 1954, the Manx proved to be the bike of choice for privateer racers and even today is a popular choice in classic motorcycle racing.

In 1953, Norton was sold to Associated Motorcycles, who also owned the AJS, Matchless, Francis-Barnett and James brands, and production was moved to London. Norton’s frame technology took another step forward in 1968, when the 750cc Commando appeared, with a rubber mounted engine and gearbox subduing the vibrations associated with big twins, in particular Norton’s motors, of the time. The Commando sold reasonably well but came at a time when four-cylinder Japanese bikes moved the game on technically.

Combined with widespread industrial action in the 1970s, Norton and the other British manufacturers faced tough times.

In 1973 Norton merged with BSA and Triumph to create Norton-Villiers-Triumph, but the brand effectively went into hibernation two years later, when

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the UK government called in its loans to the ailing company.

The rest of the 1970s and early 1980s were quiet times for Norton. At the time of winding up, the company had been working on a Wankel rotary design engine, a technology which had been attracting interest from some 1970s car makers, including NSU (later Audi) and Mazda, and this would see the light of day in 1984, when the Norton Interpol was introduced. This fully faired tourer, in the style of a BMW R100RT, was not sold to the public, rather in small numbers to British police and military fleets, and the RAC breakdown service, where it was used by patrol officers.

A consumer version, the Commander, went on sale in 1988, preceded by the unfaired Classic, but the most famous Norton rotaries were the F1s of 1990 and 1991.

The Norton F1 was based on the factory RCW588 racers, which competed with some success in British superbike racing, and even made appearances in 500cc Grand Prix racing. The rotary engine caused confusion with rule makers. Officially the twin rotor engine’s capacity was given at 588cc but they were allowed to race against the 500cc two-strokes in Grand Prix, and 750cc four-strokes in superbike racing.

The bikes were very fast and famously Steve Hislop won the 1992 Isle of Man Senior TT on one, defeating Carl Fogarty in one of the greatest TT races of all time. Another Scot, Ian Simpson, won the British superbike on a Norton rotary in 1994.

Despite the racing success, Norton was in trouble. Production of the rotary ended in 1992 and the brand went through a period of uncertainty, with the rights to the name changing hands several times but no new bikes being developed.

American Norton enthusiast Kenny Dreer owned the brand in the late 1990s and had been developing a new 961cc Commando, but the company came home in 2008 when English entrepreneur Stuart Garner bought the rights to the name.

Completely reengineering the Dreer design, the revived Commando was built at a new facility within the grounds of Donington Park race circuit. After securing funding from the UK government, the company has continued to expand – remaining a niche manufacturer of premium bikes but offering more variants than ever before.

Despite being traditional air-cooled twins, the Norton Commando range meets the latest emissions regulations.

Garner has also been active at the TT with a factory racer utilising Norton’s own frame (designed by Spondon, now a subsidiary of Norton) and powered by an Aprilia engine. The TT project has led to an all-new 1200cc superbike with 200bhp from Norton’s inhouse engine. From this, the company has developed a 650cc twin to power the new Atlas range.

While the revived company has a long way to go to become a mainstream manufacturer once more, it is fantastic to see this most famous of British marques back in production and innovating once more.

November December2018, 2019, The Motorcycle Times – 16

Are FEEL AElectric DEEPA CONNECTION FEEL DEEPMotorcycles CONNECTION WITH THE THREE OF OF WITHROAD. THEUnnecessary?

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My recent trip to China was an eyeElectric motors produce peak torque opener, in the busy streets of Shanghai, right from 0 RPM which means powI failed to spot a single motorcycle or er delivery is linear and chances of hear a single scooter, the former be- a wheelie off the line on full twist is cause motorcycles seem to have van- high, engineers at EV companies will ished and the latter because only elec- work around this by altering the torque tric scooters are running on the streets. delivery or adding traction control, STABILITY SYSTEMcontrol SEMI-AUTOMATIC TRANSMISSION DYNAMIC POWER STEERING STABILITYisSYSTEM SEMI-AUTOMATIC TRANSMISSION STEERING The concept of electric VEHICLE scooters aVEHICLE wheelie and aDYNAMIC slewPOWER of electronsystem No clutch or foot shifter here. required Adjusts required effort through An automotive-like systemAn automotive-like No clutch lever or foot shifterlever here.

Adjusts effort through integratingics stability, traction Yourup leftand thumb shifts upmotorcycle and your acceleration, speed and great idea for short distance commutmake the less ofsteering a integrating stability, traction Your which left thumb shifts your acceleration, speed and steering braking forshifts an down. forefinger shifts down. Withangle reverse. angle comfort data. Moreand comfort and and anti-lock braking for and an anti-lockforefinger With reverse. data. More confident available) improved control. incrediblyrealively confident ride. incrediblymotorcycle (Manualride. available) (Manual ing and crowed streets. With and moreimproved of acontrol. computer.

If low running costs, the electric scooter that wasn’t enough, the thrill of dropVEHICLE STABILITY SYSTEM SEMI-AUTOMATIC TRANSMISSION DYNAMIC POWER STEERING itself is quite a practical vehicle.

Once- ping a gear and disappearing would An automotive-like system No clutch lever or foot shifter here.

Adjusts required effort through integrating stability, traction Your left thumb shifts up and your acceleration, speed and steering electric scooters come down in price down the historyanglebooks because and anti-lock braking for an go forefinger shiftsin down.

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(Manual available) improved control. they will make more sense. with electric motors, there are no gears The same can’t be said about motor- (no hitting the redline and enjoying the cycles. If you are buying a motorcycle top-end of the rev range). to travel extensively, you don’t want Battery technology is another big isto have range anxiety, and if you are sue. Lithium is a natural resource and Dealer Imprint Imprint touring than an electric motorcycleDealer just14 isn’t Goes available abundance.

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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.

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wheelknowledge

Why is Motorcycle Insurance So Expensive in Ontario?

By Patrick Mercury The amount you pay for any type of insurance is primarily based on your exposure to risk. This is one of the primary reasons that motorcycle is more expensive than car insurance: higher risk–of injury.

Similarities Between Motorcycle and Car Insurance in Ontario Whether you ride a motorcycle or drive a car, the regulations regarding your coverage are the same.

Both motorcycle and auto policies include minimum coverages that are required by law. Insurance companies don’t have a choice but to include them, and they aren’t legally permitted to offer an insurance policy that doesn’t include these minimum coverages.

In Ontario, as with the rest of Canada, provincial healthcare covers acute injuries due to vehicular accidents. However, recovery typically involves treatment, rehab, and other expenses that go beyond what the Ontario Health Insurance Plan (OHIP) covers, and your insurance company foots the bill for those extra expenses.

In addition to the coverage offered by insurance companies, auto insurers in Ontario also contribute to a tax called a health care levy, to reimburse the government for medical care provided to collision victims.

According to the IBC, “In 2010, Canadian auto insurers paid $274 million in health care levies. From these, $142.3 million (about 51%) came from Ontario.”, which is one reason why auto insurance is so expensive in Ontario, especially in the GTA. Where the Similarities End Motorcyclists face much more bodily risk than other motorists on the road, due mostly to a lack of physical protection. This isn’t news. What is new are some numbers from a 2017 study done by researchers at the University of Toronto, Sunnybrook Health Sciences Centre, and the Institute for Clinical Evaluative Science.

The study, published in the Cana-

dian Medical Association Journal. shows that Ontario motorcyclists, when compared with automobile drivers in the province: • Are 3 times more likely to be injured in a collision • Are 10 times more likely to suffer serious injuries in those collisions • Are 5 times more likely to die from an accident • Cost Ontario’s healthcare system 6 times as much due to accidents So Where Does the Extra Cost of Motorcycle Insurance Go?

clude Medical, Rehabilitation and Attendant Care, for expenses that aren’t covered by the OHIP, with mandatory minimum coverage of $65,000 for non-catastrophic injuries, and $1M for catastrophic injuries.

Extra expenses not covered by OHIP can add up, such as for physiotherapy, prescription drugs, chiropractic care, counseling, and transportation etc.

Income Replacement Also included with Accident Ben-

If motorcyclists are exposed to an increased risk of serious injury, it makes sense that the premiums would be higher to reflect increased potential expenses. But what are these expenses?

Accident Benefits In Ontario, Accident Benefits coverage is mandatory, included with every motorcycle insurance policy, just as it is with auto insurance.Medical and rehabilitation benefits Medical, Rehabilitation and Attendant Care Benefits Statutory accident benefits in-

efits in Ontario is Income Replacement. Income replacement at the basic amount can be $400.00/ week, or $20,800/yr. If the injuries are catastrophic and the insured is unable to engage in any occupation after 2 years, then the benefits will be extended.

Other Benefits Included as part of mandatory accident benefits coverage are Caregiver Benefits, Housekeeping and Home Maintenance Expenses, and Death and Funeral Benefits.

With the average Ontario motor-

cyclist being at a 10 times greater risk of serious injury, the potential for claims is higher, and unfortunately, this can reflect on the premiums you might pay. But this doesn’t have to be the case…

So What Can You Do? Match your bike to your needs: Faster bikes with a lot of horsepower are considered more dangerous, and can fetch higher premiums. Choosing a tamer ride can help tame your insurance costs.

Take rider training: There are big insurance discounts for completion of rider training programs. Ask about advanced rider training insurance discounts as well.

These programs pay for themselves within a short time and could even save your life one day.

Establish a clean riding record: Most insurance companies care primarily about your riding record.

Stay ticket free–and more importantly, accident-free.

Ask about insurance bundles: Multiline policies can be a great option to help you save on premiums.

Ask your broker about discounts for bundling your motorcycle insurance with your home, your car, or better yet, both.

Choose a higher deductible: Choosing a higher deductible means lower insurance premiums. Keep in mind that in the event of a claimed accident, you’ll pay more out of pocket.

Drop collision coverage: If your motorcycle has a low replacement cost, it may be worth it to opt for liability coverage only, since collision coverage is optional. If you only paid $1,000 for a used motorcycle, the combined cost of collision insurance and the deductible (should you damage your bike) may not be a worthwhile expense.

Speak with a broker: Always have a broker shop the market for you, as available discounts and rates change regularly.

Don’t cancel your policy for the winter: Some companies will offer you continuous insurance discounts, so avoid cancelling your policy after the riding season.

19 – The Motorcycle Times, December 2019

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December 2019, The Motorcycle Times – 20

wheelknowledge

Can I Cancel My Motorcycle Insurance for the Winter?

By Patrick Mercury When it comes to motorcycle insurance, many motorcycle owners have questions about how their policy premium is calculated and if they have to cancel their policy in the fall and start a new one in the spring.

The good news is, your policy premium is only calculated based on the riding season, so you just leave your policy in force all year round and you can focus on riding instead of your insurance. If you’ve sold your motorcycle and aren’t replacing it, then you can cancel your policy, and the the remaining portion of the policy you owe will be based on the riding season.

Below we have some detailed information about how your premium is earned, and why it’s beneficial to maintain continuous motorcycle insurance.

Like any other kind of vehicle insurance, motorcycle insurance policies are for a oneyear period, but the bulk of the costs are assigned to the prime period for riding a motorcycle. To help keep your costs under control, the company allows you to pay monthly installments towards the full policy premium, and spread your payments over the entire year. How much of your policy is “earned” or used up is calculated based on a seasonal table and subjected to a minimum retained premium that usually ranges from $25 to $100 depending on your insurance company.

As an example, let’s say that you start a policy on March 1st that costs $200 per month for the entire year.

If you were to pay the policy to its completion, you would pay the insurance company $2,400. But many people decide to cancel their poli-

cies by the end of September to avoid paying for insurance when they are not riding.

The premium for your motorcycle insurance policy is earned or “used up” by a different percentage each month, based on the riding season.

Most policies earn no premium in January, February, November, and December; therefore, the full premium of the policy is earned from March to the end of October.

For example, if you started your policy on March 1st and decide to

ance companies offer a 5% discount for being continuously insured for 3-4 years, and 10% if you are continuously insured for 5 or more. Cancelling your policy after the riding season means you no longer have continuous insurance, and would not be eligible for a continuous insurance discount.

For each new motorcycle insurance policy, there may be start-up fees that can add up over the years.

In some cases, high-value motorcycles or motorcycles that are 10 years

cancel on September 30th, you would have earned 95% of the total policy premium. Instead of paying $2,400 for 12 months of coverage, you would pay $2,280 for seven months of coverage. Cancelling your policy at that time would only save you $120 for the year, over keeping your policy in force, and you would miss out on having continuous insurance discounts next year. Additionally, if your motorcycle were to be damaged from fire, or stolen while in storage, you wouldn’t be covered.

While every insurance company will rate you based on your years licensed and your riding record, some companies will offer you continuous insurance discounts. Some insur-

old or older may require full appraisals before a policy will be approved.

Combining these costs with the potential of lost discounts for continuous insurance can result in you paying more than if you just kept your policy in force.

If you have comprehensive coverage on your motorcycle, keeping your policy inforce will ensure that you’re covered if something happens to your motorcycle while it’s in storage. A common misconception about home insurance is that it will cover everything in your garage.

While home insurance does cover most of your personal property it will specifically exclude vehicles.

So if something happens such as a

fire, or a tree falls on your home, any damage to your motorcycle will not be covered by your home policy. As such, if you don’t have comprehensive coverage, and something happens to damage your motorcycle while in storage, you will have to pay for it out of pocket.

The insurance companies calculate how much they have to charge for your annual policy term based on the entire riding season. Consequently, you pay less for the year than if they calculated your total premium based on the risks associated with the summer months.

Keeping your policy inforce after the riding season doesn’t cost you anything extra, vs. only having it inforce during the riding season. A year round policy provides the added benefit of continuous insurance, and, with comprehensive coverage, if anything happens to your motorcycle, you are covered.

Calculating the total policy premium based on the seasonal use isn’t limited to motorcycles; it’s also used for snowmobile policies. With a snowmobile policy, your premium is earned during the winter months, and during the summer months you don’t earn any premium. This allows the insurance companies to price your policy based on the risks associated with a seasonal vehicle, rather than charging you for the risks incurred during the winter all year round.

Ask your broker or insurance company questions, make sure you understand your policy, and all the options available to you. Some insurance companies offer deeper discounts when you bundle things like your home and other vehicles.

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December 2019, The Motorcycle Times – 22

whatshappening December 13, 2019 Friday 13th - Port Dover Visit www.pd13.com website for more details. If you are brave enough.

January 3-5, 2020 N.A.I Motorcycle Supershow Friday 11am-9pm, Sat. 10am-8pm, Sun 10am-5pm. Toronto International Centre 6900 Airport Road, Mississauga. With over 500 exhibitors and over 1,000 motorcycles on display, the Motorcycle Supershow has firmly established itself as the pinnacle of North American motorcycle shows. The Motorcycle Supershow consistently pulls in over 60,000 attendees, who come to shop, explore and take in everything that’s new in the exciting world of Motorcycling.

Everyhing for motorcycle enthusiasts! A true shopping extravaganza, the Motorcycle Supershow hosts hundreds of exhibits.

In addition to the unveiling of the new Motorcycles the Motorcycle Supershow has the largest display of Motorcycles, Noncurrent and Pre-owned Bikes, Aftermarket

Parts and Accessories, Rider Apparel and Helmets, Performance Equipment, Trailers, Travel Destinations, Custom Bike Builders, and a full range of Leather Fashions. The Motorcycle Supershow offers the largest marketplace in North America for Everything in Motorcycling. Set in an atmosphere of fun and excitement, the Motorcycle Supershow also offers a full weekend of entertainment, including special guests, live bands, custom bike displays, and fashion shows, as well as more than 100 motorcycle clubs, rallies and rides on display at the Motorcycle Supershow. http://motorcyclesupershow.ca for more info.

February 21-23, 2020 The Motorcycle Show At Enercare Centre, Exhibition Place - 100 Princes’ Blvd., Toronto. Fri, Feb 21 (12pm9pm),Sat, Feb 22 (10am-8pm), Sun, Feb 23 (10am-5pm). Your Show. Your Way. Looking for your fix of two-wheel, three-wheel and four-wheel action? The Toronto Motorcycle Show is the biggest manufactur-

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The Show is jam-packed with special features and events that are sure to please riders of all ages, including the kids. Mark the dates now on your calendar and make plans to join us. The Motorcycle Show is the ultimate get-together for riders and future riders. Come to the show and fuel your passion! We speak motorcycle here! https://www.torontomotorcycleshow.ca

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SUPERCHARGE

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8779 Yonge Street, Richmond Hill 905-709-1340 or 866-977-1340 www.pfaffharley.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 311 Bryne Drive, Barrie 728-5322 or 888-743-1903 www.barriehd.com

STREET BOB® –$152.39 (WITH ESP) EVERY TWO WEEKS. *FINANCING OFFER AVAILABLE ON NEW AND UNTITLED 2020 HARLEY-DAVIDSON® MOTORCYCLE MODELS, AS WELL AS ANY UNREGISTERED 2019, 2018 OR 2017 HARLEY-DAVIDSON® MOTORCYCLE MODEL, FINANCED THROUGH HARLEY-DAVIDSON FINANCIAL SERVICES CANADA (HDFSC), AND IS SUBJECT TO CREDIT APPROVAL. NOT ALL APPLICANTS WILL QUALIFY. 3.99% RATE NO INTEREST FOR THE FIRST 90 DAYS AND NO PAYMENTS FOR THE FIRST 120 DAYS OFFER IS AVAILABLE ONLY TO HIGH CREDIT TIER CUSTOMERS AT HDFSC WHO ALSO PURCHASE THE HARLEY-DAVIDSON® EXTENDED SERVICE PLAN AND ONLY FOR UP TO A 60-MONTH TERM. THE RATE WITHOUT PURCHASE OF THE HARLEY-DAVIDSON® EXTENDED SERVICE PLAN WOULD BE 4.99% FOR 60 MONTHS. THE RATE WILL VARY BASED ON THE APPLICANT’S PAST CREDIT PERFORMANCE AND THE TERM OF THE LOAN. FOR EXAMPLE, A NEW UNTITLED 2019 STREET BOB® MODEL IN VIVID BLACK WITH AN MSRP OF $16,999 AND OPTIONAL HARLEY-DAVIDSON® EXTENDED SERVICE PLAN COST OF $934 FOR 36 MONTHS, NO DOWN PAYMENT AND AMOUNT FINANCED OF $17,933, OVER 60 MONTHS WITH A 3.99% RATE RESULTING IN MONTHLY PAYMENTS OF $330.18 OR WITHOUT AN OPTIONAL HARLEY-DAVIDSON® EXTENDED SERVICE PLAN WITH AN AMOUNT FINANCED OF $16,999 A 4.99% RATE FOR 60 MONTHS, RESULTING IN MONTHLY PAYMENTS OF $320.71. BOTH EXAMPLES INCLUDE NO INTEREST FOR THE FIRST 90 DAYS AND NO PAYMENTS FOR THE FIRST 120 DAYS. IN THESE EXAMPLES, CUSTOMER IS RESPONSIBLE FOR APPLICABLE TAXES, TITLE, LICENSING FEES AND ANY OTHER FEES OR CHARGES AT THE TIME OF SALE. RATE IS CALCULATED ACCORDING TO THE SIMPLE INTEREST METHOD. NOT VALID IN CONJUNCTION WITH OTHER OFFERS. CUSTOMER MUST TAKE DELIVERY BY DECEMBER 31, 2019. OTHER TERMS, CONDITIONS, AND LIMITATIONS MAY APPLY. DEALER PARTICIPATION MAY VARY. FINANCING OFFER IS SUBJECT TO CHANGE OR CANCELLATION AT ANY TIME. SEE A HARLEY-DAVIDSON® DEALER FOR DETAILS. HANDLEBAR HEIGHT IS REGULATED IN MANY LOCATIONS. CHECK LOCAL LAWS TO ENSURE YOUR MOTORCYCLE MEETS APPLICABLE REGULATIONS. THIS PROMOTION CAN BE COMBINED WITH FXDR AND FLHT 2019 MODEL YEAR PRICE PROTECTION BUT IS NOT VALID IN CONJUNCTION WITH OTHER OFFERS. CUSTOMER MUST TAKE DELIVERY BY DECEMBER 31ST, 2019. OTHER TERMS, CONDITIONS, AND LIMITATIONS MAY APPLY. DEALER PARTICIPATION MAY VARY. FINANCING OFFER IS SUBJECT TO CHANGE OR CANCELLATION AT ANY TIME. ©2019 H-D OR ITS AFFILIATES. HARLEY-DAVIDSON, HARLEY, H-D, AND THE BAR AND SHIELD LOGO ARE AMONG THE TRADEMARKS OF H-D U.S.A., LLC. SELECTION VARIES BY DEALERSHIP.