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issue 02
MARCH 2019
Sprockets
Riding May Make You More Focused and Reduce Stress Motorcyclists Are Calmer and More Focused, UCLA Study Says Put down that cup of coffee and rev your engine because riding a motorbike can make you a calmer and more focused person, according to a new study. The study conducted at UCLA’s Semel Institute for Neuroscience and Human Behavior and backed by Harley-Davidson tested the brain activity and hormone levels of 42 experienced riders while they took their bikes on a 22-minute ride under normal road conditions. The researchers took saliva and urine samples before, during, and after riding as well as after the participants drove a car (a Lexus NX200) and rested. When all was said and done, it turned out nothing compares to the feeling of leaning into a curve on two wheels. While riding their bikes, participants reported that they experienced a jolt of alertness similar to drinking a cup of joe, as well as a sense of focus similar to the results of meditating. Riding also increased the riders’ heart rates by 11% and adrenaline levels by 27%, similar to a light workout. Furthermore, motorcycling decreased their cortisol levels by 28%, known as “the stress hormone” that lead to health issues when elevated. Meanwhile, driving led to an increased heart rate of just 7% and had little impact on adrenaline and cortisol levels. Don Vaughn, the neuroscientist who led the research team, said the results are clear: motorcycling is a great way to fight off stress. “The differences in participants’ neurological and physiological responses between riding and other measured activities were quite pronounced,”Vaughn said. “This could be significant for mitigating everyday stresses.” Vaughn’s colleague Mark Cohen added that the research is significant since it was done with real riders on the open road as opposed a lab. “While scientists have long studied the relationship of brain and hormone responses to attention and stress, doing so in real-life conditions such as these is rare,” Cohen said. “No lab experiment can duplicate the feelings that a motorcyclist would have on the open road.” Harley Davidson spokesperson Heather Malenshek chimed in with her company’s take – “The research findings Dr. Vaughn and his team explain what our riders have felt for the past 116 years – there’s a vitality and heightened sensory experience that comes from the freedom of riding a motorcycle,” Malenshek said. “We hope their findings inspire the next generation of riders to experience these benefits along with us.”
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2019 Indian Roadmaster Elite For the vast majority of the moto-buying public, a flagship model represents an aspirational thing: an exquisitely crafted, highly accessorized, and sumptuously styled machine that’s made to drool over and maybe get us all to think, “some day.” For manufacturers, they’re a rolling showcase for new technologies and materials, maybe a chance for a cosmetic tweak, and a way of keeping fans excited and perhaps grabbing a quick glance from the general public. When Indian first resurrected the Roadmaster name back in 2015, that was the plan. The new flagship brought all the requisite bells and whistles and sat atop Indian’s touring stable, just like its namesake from the late ’40s. For 2019, Indian is staying in the luxury touring game with the latest tweak
on its flagship, the ultra-premium 2019 Roadmaster Elite. If you want your modern touring amenities to come dressed in iconic Indian Motorcycle styling with a side of exclusive features and the latest tech from Indian, the Elite is your only option. Part of that is because not everyone can have one; there will be only 200 limited-edition Roadmaster Elites available. Although it rides on the same 65.7inch wheelbase as the Roadmaster and is propelled by the same ripping Thunder Stroke 111 engine set between two 16-inch wheels clamped by triple disc brakes and ABS, the Elite steps it up several notches in several key categories. Chief among those is an upgraded 600-watt PowerBand Audio Plus system. With that much power, you’ll probably
be out-rocking the Lincoln Navigator the next lane over; Indian says the fairing, trunk, and saddlebag speakers are all 50 percent louder than the stock system on the 2019 Roadmaster. The Elite also ups the ante with a dynamic equalizer that auto-adjusts frequencies for the best level depending on speed as well as road, wind, and engine noise. As with Indian’s Roadmaster and Chieftain models, you’ll also get the 7-inch Ride Command infotainment system with navigation, customizable info screens, and Bluetooth compatibility. The Elite has three selectable ride modes as well, so riders can toggle between Tour, Standard, and Sport modes to fit their riding preferences. Rear Cylinder Deactivation makes the scene on all the Thunder continued on PG. 03
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2019 Indian Roadmaster Elite CONTINUED FROM COVER
Stroke 111 models; when the mill reaches operating temperature and the ambient temperature exceeds 59 degrees Fahrenheit, the rear cylinder automatically shuts down (at a standstill) for less engine heat. The rear cylinder instantly reactivates when you pick up the throttle, and off you go. Redesigned lowers also direct heat away from pilots. Indian didn’t skimp on the swank
detailing or the shiny bits, with leather passenger armrests, detailed billet aluminum floorboards, a premium touring console, and chrome bumpers all adding to the eye candy. And if the quiltedstitching on the genuine leather two-up heated saddle wasn’t enough, the Elite is also subjected to a hand-painted color scheme, just like last year’s model. Unlike last year however, this time you get a Wildfire Red Candy over Black Crystal paint colorway with 24-karat gold leaf badging (the Elite models have a thing for gold leaf apparently). That whole paint process takes nearly 30 hours to complete and is finished by hand, which is probably why it’s only available in that one hue.
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Rounding out the top-line amenities on the 2019 Roadmaster Elite is full LED lighting, heated handgrips, keyless ignition, a power windshield, weatherproof remote-locking saddlebags, and more than 37 gallons of storage space. If you still have some change left in your pockets, performance upgrades are available too: a new Stage 1 Exhaust, a Thunder Stroke Stage 1 Performance Air Intake, Thunder Stroke Stage 2 Performance Cams, and the 116ci Stage 3 Big Bore Kit. Additional style and ergo accessories include a mid-rise handlebar, a new colormatched open fender, and 19-inch front wheel. We’re still bummed to not see a reverse gear on a bike weighing close to 950 pounds wet (the Elite weighs 26
pounds more than the standard Roadmaster) especially considering Honda’s Gold Wing, BMW’s K1600, and Yamaha’s Star Venture all have that feature, or at least an option for it (Harley’s tourers don’t have reverse either). With only 200 units available in North America, pricing for the ultra-premium Roadmaster Elite starts at $36,999 in the US and goes up to $44,499 in Canada. Thirty-seven large for a motorcycle is an awful lot of coin, but to be fair, a comparable Harley CVO with similar engine size and touring appointments starts at a equally sobering $40,000. For affluent motorcyclists looking for long-haul luxury, unique styling, and exclusivity, it’s probably an easy choice.
March 2019 , The Motorcycle Times – 4
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scott macdonald EDITOR
Branded I will guarantee that not a day goes by that you are not exposed to branding. Companies of all shapes and sizes use branding methods to keep their products at the top of your mind so that when you are faced with a choice, they are hedging their bets that you will choose their brand over a competitor. This has been going on forever, each generation has had their way of doing this. Back In the 50’s automotive companies aligned themselves with racing. Whether on the oval or the quarter mile one manufacturer was paired up against a rival manufacturer, even sub-brand against sub-brand would go head to head in order to be the first to get the checkers at the end of the day. It would be Mopar against Ford or Chevrolet, and the winner would literally cash in on that checker flag. They used to say “win on Sunday, sell on Monday” and that was the case for a long time. My father’s generation were brand loyal to the death, if you drove a Ford, that was it, don’t even think about parking your Chev in the driveway on Sunday cause you’d end up with a black eye before supper was put on the table. Over the years branding techniques have evolved with the times and the sophistication of some of the techniques is nothing less that modern day brainwashing. Ok, well it sounds worse than it really is, but today, it’s serious business and com-
panies can loose millions if their brands are not marketed to the right individuals in the right way. Why is it that Coca Cola outsells rival Pepsi? No matter where you go, even if you intend on asking for a pepsi or have no preference at all, you instinctively ask for a Coke, and what do you get? Exactly what you asked for. The results are from decades of drilling the brand into your head, they use catchy phrases, product placement in movies and TV and they sponsor damn near everything from spelling bees to tractor pulls. I’ll bet grandma has a case of the red and white brand in her cupboard as I write this. Here’s the thing about branding; it creates passionate loyal devotees. If you ask a regular coke drinker to have a Pepsi, they will look at you like you have a third arm growing out of your head, they will go into great detail about how the taste is so much different, blah, blah, blah, and Coca Cola laughs all the way to the bank. In the motorcycle business, branding plays a big part in helping to keep a manufacturer in business. Take any motorcycle (cruiser style) and park it where you would not expect to see fellow riders, people with the least little interest will usually chat it up with you, ask questions about the bike and the whole while what’s going through their minds is “nice Harley”. I have ridden many brands over the years and the one response or comment get is “nice Harley”.
I remember one gentleman looked over a bike of mine, staring at the word Honda spelled out in silver across my black tank, and he then muttered, that’s one hell of a nice Harley you got there son. Really? Yup, that’s the results of Harley-Davidson’s branding strategy. You can’t go anywhere without seeing the bar and shield, it’s on millions of t-shirts, hats, boots, stickers and on the back window of more pickup trucks than I can mention. They have nonriders wearing and displaying their brand proudly and they even have one of those pickup brands available in a limited edition displaying their brand inside and out. Now fair is fair, and we must give credit where credit is due, there are many brands riding the coat tails of the HD brand, and count on the fact that they are more alike than not these days. Harley-Davidson has been a news maker for a long time with asphalt breaking designs and performance. Obviously the manufacturer is doing something right and clearly is a leader especially here in North America. So, the next time you are talking to someone about your motorcycle and they tell you it’s a “nice Harley”, don’t get a chip on your shoulder if you happen to ride a Kawasaki, they are just branded, that’s all. Stay positive, the snow will melt soon, promise.
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5 – The Motorcycle Times, March 2019
What Moves Your Soul?
March 2019, The Motorcycle Times – 6
chatterbox New Zero Motorcycles SR/F Specs
For the past month or so, Zero has been teasing a new addition to its lineup with only a few peeks at the silhouette and limited performance information to work with— teasing well done. The company has finally unveiled the new SR/F and we now know what Zero has been working on: the view from here is pretty nice! Zero Motorcycles has finally unveiled the all new, all electric SR/F, its very first sport naked model. Taking everything it has been successfully doing with its S lineup, the brand takes things a step further and sexes things up with the high-performance F. First, the numbers. The new SR/F is using the same 14.4 kWh battery used in the high-end S and SR. What has changed is the electric motor—instead of the usual 7-centimeter rotor found in the current Zeros, the F receives a 10-centimeter unit, which results
in a performance boost. In fact, both versions of the F (Standard and Premium) are rated at 110 horsepower, 140 lb-ft of torque, and a top speed of 124 mph (versus 70hp, 116 lb-ft, and 102 mph for the SR). Despite the increase in power, Zero has somehow managed to maintain a highly competitive range; the standard SR/F is expected to offer a combined range rated between 102 and 123 miles (depending on highway speed). Charging time is expected to hover between 4.5 hours for the entrylevel model with 3 kW charger and 1.5 hour with the 6 kW fast charger. Design-wise, the look is reminiscent of Honda’s Neo Sport Café aesthetic with the high dorsal, single LED headlight and sporty profile. The cost of all these goodies, however, is weight and the SR/F tips the scale at 485 lb—a little over 70 lb more than the SR.
Embracing A New Sound Harley-Davidsons are famous for their iconic deep rumble. But the Milwaukeebased motorcycle maker’s latest model features an electric motor that emits a highpitched whirring sound. Will Harley fans go along for the ride? The company says electric bikes are the future. A number of startups are already marketing electric motorcycles, and Harley doesn’t want to be left in the dust. It wants to attract new customers, and it’s eyeing growth in urban centers — and in overseas markets, including Asia, where electric scooters and motorcycles are popular. The LiveWire, the electric bike debuting in August, is sporty and quick — a street bike built for urban environments, not for long-haul cruising. It can go some 110 miles on a charge, with instant acceleration and, no gear-shifting to worry about. It’s a marked departure from the company’s traditional lineup, and it comes with a hefty price tag. Marc McAllister, the vice president of product planning at Harley-Davidson, says the response to the LiveWire has been “overwhelmingly positive.” There’s nothing incongruous about an electric Harley-Davidson, he says. “After 115 years we’ve had to reinvent ourselves a number of times, and this is just the next step in continuing the legacy,” he says. But while there’s plenty of buzz around the bike, some riders are skeptical, says Kelley O’Brien, the marketing manager for two Harley-Davidson dealerships, including one in Washington, D.C. “You have that demographic that have been a Harley rider for 30 years,” she says. “They don’t like it. They don’t like the sound — it’s not the same sound.” “But it has a unique sound,” she says. “It’s still a Harley-Davidson ... Be openminded about it.” Harley has faced a challenging few
years. Baby boomers are aging out of the motorcycle market, and millennials aren’t replacing them. In 2014, the company shipped about 271,000 motorcycles worldwide, says analyst Jaime Katz of Morningstar. In 2019, it’s expected to ship maybe 222,000 — “a pretty nice downswing over the last five years,” she says. To appeal to younger buyers, Harley is offering smaller, cheaper bikes — but it makes less of a profit on each of those, Katz says. Meanwhile, trade wars have been putting fresh pressures on the company. The LiveWire isn’t likely to be a game changer for the company, Katz says — at least, not anytime soon. It’s just too expensive. “The overall target market for $30,000 bikes, whether it’s electric or traditional, is not significant,” she says. The LiveWire is one of Harley’s most expensive offerings. Only the priciest trikes — three-wheeled motorcycles — and custom touring bikes cost more. Meanwhile, many entry-level bikes are available for less than $10,000. Electric models from Zero — probably the best-known producer of electric motorcycles to date — range from $8,500 to $16,000, while other electric motorcycle start-ups are promising even cheaper prices. Harley enthusiasts at a Washington, D.C., motorcycle show illustrate the challenge the company faces as it tries to market the LiveWire. Mike Anderson, of Alexandria, Va., is wearing a vest with a profusion of Harley Owners Group patches. He sprang for one of Harley’s priciest bikes. But the LiveWire? “It’s going to be a great bike,” he says. “But to me, you know, I’m old-school. ... You buy a Harley because you like the sound and the look and the feel, and the LiveWire of course is 180 degrees opposite of that.”
Indian, Jack Daniel’s will bring back hot-selling co-branded motorcycle in 2019
Indian Motorcycle, Jack Daniel’s and motorcycle designer Klock Werks Kustom Cycles released a video announcing that the companies will team up again to produce a Jack Daniel’s limited-edition Indian motorcycle for 2019. The video posted to YouTube provided few details on what model Indian will be used to carry the popular whiskey’s brand this year. Last year, the Jack Daniel’s Limited Edition Scout Bobber sold out. 177 units were sold in less than 10 minutes. Indian is the vintage motorcycle brand positioned by its Minnesotabased parent company, Polaris Industries Inc. (NYSE: PII), as an alternative to the heavyweights produced by Milwaukee-based Harley-Davidson Inc. This year, the motorcycle will “pay tribute to those passionate craftsmen with an ultra-premium limited edition
motorcycle inspired by Single Barrel Select, Jack Daniel’s most finely crafted whiskey offering,” according to the motorcycle company’s website. Given the experience from a year ago and from past Jack Daniel’s-branded Indians, this year’s model should be a hot seller. In 2017, when the whiskey brand was placed on a limited-edition Indian Chieftain bike, the motorcycles sold out in about 10 minutes. The inaugural Jack Daniel’s bikes were limited-edition Indian Chief Vintage and Indian Springfield models rolled out in 2016. Just like last year, there will apparently only be 177 units of the 2019 Jack Daniel’s Indian to be produced, based on visuals from the video. Indian, Jack Daniel’s and Klock Werks will introduce the Single Barrel Select motorcycle March 9.
Harley Davidson recalls two of its highest selling bikes - Street 750 and Street Rod 750
The American motorcycle manufacturer has issued a global recall including India for its highest selling bikes, Street 750 and Street Rod 750. Approximately, 43,908 units have been recalled globally and in India, the dealerships have started contacting the owners to take their bikes in to the service centres. The recall is issued due to corroding caliper pistons that lead to jammed brakes. The problem could be fatal if the bike decelerates suddenly leading to a crash. Harley Davidson is replacing the faulty parts without any cost. Street 750 was recalled earlier as well in 2015, due to a faulty seal in the fuel pump. There is no word from the manufacturer on the exact numbers of the units recalled in India. But the bikes being the highest sellers for Harley Davidson in the Indian market, we are looking at a worrisome figure. Street 750 and Street Rod 750 are powered by the same 749CC, liquid-cooled, V-twin
engine which churns out 59NM and 62NM of torque respectively. The Street Rod 750 is a sportier one out of the two siblings due to the drag-style handlebars and riding stance.
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©2018 H-D® OR ITS AFFILIATES. H-D®, HARLEY, HARLEY-DAVIDSON AND THE BAR & SHIELD LOGO ARE AMONG THE TRADEMARKS OF H-D® U.S.A., LLC.
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7 – The Motorcycle Times, March 2019
2019 HARLEY-DAVIDSON® MOTORCYCLES ARE ROLLING IN. 2019 HARLEY-DAVIDSON® MOTORCYCLES ARE ROLLING IN.
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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.
Loyalty Shouldn’t Exist By Mark Canton What’s black and white and black and white and black and blue all over? Answer: a nun falling down the stairs. This joke had us groaning as elementary school kids way back when. Looking at the situation as “adults,” we might see something different. This “joke” is about the risk of falling down, and the results. We play with risk, or should I say, with risk assessment, every time that we ride. In order to ride a motorcycle on public roads, we are required by law to purchase a minimum amount of insurance to cover us financially if we cause an incident that harms someone else, or their property. Most of us mutter, when having to pay for insurance, and wonder how the insurance companies are “allowed” to charge so much. We all say the same thing, “It’s too [insert expletive) expensive.” What is insurance, and how can we keep those costs down? Home and auto insurance is known in the industry as “general” insurance, and it is sold by insurance companies that specialize in those products. There are other kinds of insurance companies, such as “life companies, but those companies sell different products and are governed under different rules and regulations. The difference between insurers is similar to the differences between your local car and tractor manufacturers. Both make vehicles that have wheels, and a drivetrain, but both are for different uses and for different markets. On-road motorcycles are required to be insured using policies sold by general insurers in provinces such as Ontario, and distributed by government-registered “general” insurance agents. Some provinces, such as B.C., have government-administered insurance programs. Insurance is set up to provide “financial” protection to the rider and to the owner of a vehicle. Insurance is used to offset your financial risk only. However, it is only one method of mitigating risk, especially the risk of riding. Other methods are refraining from stunting, taking training when learning to ride, and refresher courses later, riding on good rubber, riding with proper riding gear, and always riding totally aware (no drugs or alcohol, get lots of sleep, and ride without distractions). These are ways to mitigate risks that we riders can choose to take. Some riders take risks because they think that they are “allowed” to do so, or because they are “not required” by law to do otherwise. In the parlance, they are not “risk adverse.” Years ago, one could ride in Ontario without insurance, subject to paying $25.00 at the license bureau for that choice. Today, riding without insurance will cost a fine of a minimum of $6,250 including the surcharge. The only option is to only ride off-road, on private land, where you have permission to do so.
Generally, riding on private property is not covered under the Highway Traffic Act, and proof of insurance is, therefore, not required. Why do we pay so much in insurance premiums? Well, the truth of the matter, is this. We are required by law to purchase insurance to protect others. End of story. There are no rules stating that the insurance has to be affordable, or even made available. Witness what happened a few years ago when Ontario insurers took a stand (since rescinded) that they wouldn’t insure a bike over 25 years old. There is a rule that says we have to purchase insurance. However, where are the rules restricting insurer retention levels, or profit levels? Insurance companies are in the business to make a profit, or as Nobel prize-winning economist Milton Friedman once said, and I paraphrase, ‘The only purpose of a business is to maximize profits to shareholders.’ So, for the business of insurance, its purpose is to make as much money as possible by whatever methods are allowed by law. An insurer’s profit is often stated as a percentage of the premium dollar; the higher the premium, the higher the profit. That being said, and on the other hand, there is no way of guaranteeing that an insurance company will actually make a profit, and hence can stay in that line of business. Insurers are not required to offer policies for motorcycles, and they will not, if they do not think that they can make “sufficient” profit on doing so. Insurer “retention” is a fancy insurance lingo word meaning the portion of your premium dollar that is used to pay for administration, claims payment, taxes, contingency/profit charges, commissions, and required reserves. If rules or laws are lacking that state what insurers can charge for each portion of the retention (other than taxes), then the incentive is lost for the insurer to keep these charges to a minimum. Are there requirements for insurers to keep accurate data on types of incidents (so ATV incidents can be grouped in with powered twowheeler incidents), to keep claims payment and administration charges to a certain percentage, or to provide proof, not otherwise hidden in reserve funds, that actual claim payouts have risen? Hmmm …. Where are the rules requiring insurers to investigate insurance scammers? According to a report by KPMG for the Insurance Bureau of Canada, , people in Ontario pay 5% of their disposable income, on average, on auto insurance, and 18% of that is to pay for fraud. Whose job is it to crack down? The police, the insurance industry, or is it our job as riders and drivers? Do we need incentives to uphold the laws against fraud? Reduce Your Premiums Of course there are ways to reduce insurance premiums. Each method of reducing premium means taking on a bit more of the risk yourself. 1. Ask for the highest deductible possible; perhaps going from $500 to $1,000 or even $1,500 per incident – meaning that you are responsible for that amount
GPS tracking units. 10. Ride ‘naked’ bikes – plastic bodywork is expensive to replace and insure. 11. Check insurance rates and availability before you purchase; some companies will not insure certain makes and models of due to their claims history. 12. Shop for insurance every two years at a minimum; forget loyalty – it is non-existent. Talking about insurance is one of the surest ways that I know to drive people away from you at any type of party. Governments also shy away from the topic at every opportunity. It’s really because the subject is complex, has its own accounting rules and regulations, and its own jargon. I would like to see much more clarity provided on this subject by both the industry, and by the government. I don’t mind seeing companies make a profit so that they can continue to stay in business and to provide a necessary service,
9 – The Motorcycle Times, March 2019
of the claim. 2. Consider dropping some of the coverage on your older model bikes. Does a bike worth $2,500 warrant having collision insurance (that pays out if you damage the bike yourself), or fire and theft coverage, or the mostly all-inclusive “allperils” coverage. 3. Buy an older model bike on which to learn. It’s almost a guarantee that your bike will fall over in some manner during your first year or two of riding and used replacement parts are a lot less than new parts. 4. Install engine and fairing guards. 5. Ride within your abilities. 6. Take rider training and refresher courses; some insurers give you a break on prices if you take approved courses. 7. Don’t go fast where you don’t know. 8. Smaller displacement bikes are less costly to repair and insure. 9. Use bike locks, antitheft alarms and
but like the nun falling down the stairs, I want to make sure that my risks are known, and that I don’t end up black and
blue financially from paying too much in premiums at the beginning, or at the end, of my ride.
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SUZUKI DOLLAR$appearance, available on colours select new and unregistered Suzuki Motorcycles purchased at a participating Canadian Dealer between January to April 1st, Suzuki Dollars$ direct-to-dealer incentives deducted frommay the vary MSRP. The retail on incentives vary from Specifications, (including body colour), equipment, materials and other aspects of the “SUZUKI” products shown in this1st catalogue are2019. subject to change byare Suzuki at any time without notice, and they depending local conditions $0 to $1400, please refer to the Suzuki Dollar$- Motorcycle Guide. This promotion is time limited and certain conditions may apply; please see your participating Canadian dealer for complete details. Please Note: Gas Cards will be delivered to the customer 4-6 weeks or requirements. Some models are not available some regions.listed Eachincludes model may be discontinued without notice.(*excluding Please inquire at your models) local dealer detailswarranty of any such changes. Image Depending surface after date of purchase. SUZUKI PROTECTION PLAN in (SPP) warranty 12 month factory limited warranty all off-road plusfor addition coverage of up to 48contains monthscomputer-generated to total the listed SPPcomposites. coverage. Warranty and on SPProad warranty ofconditions, such as wet,and loose, or uneven roads, braking for an ABS-equipped vehiclebe may be longer than forother a vehicle not equipped with ABS. ABS cannot preventunless wheelspecified. skiddingThis caused by braking while cornering. Please drive carefully and do not fered has no dollar value cannot be exchanged or resolddistance for any monetary value. Offer cannot combined with any special offers, promotions or financing incentives promotion is time limited and certain conditions may apply; please see yourrely participating Canadian dealerINC. for reserves completethe details. overly on ABS. SUZUKI CANADA right to add any improvement to change the design or to discontinue any Suzuki Genuine Accessories at any time without notice. Please check with your local AUTHORIZED SUZUKI DEALER for details at the
time of ordering. Actual colours might differ from those appearing. Always wear a helmet, eye protection and protective clothing. Read your owner’s manual carefully. Enjoy safe riding. Never ride under the influence of alcohol or other drugs. Suzuki Way of Life!
March 2019, The Motorcycle Times – 10
wheelpower
My Moto-Touring Mindset
By John Lewis I can’t think of many occasions, but any time I did have a bad day on a motorcycle trip it was always because I didn’t have the right attitude. It was never the rain or the cold, or any of the other myriad of complications that can occur. It was always because of my attitude. Maybe I had set a specific destination for the day and because of traffic, or weather, or missing the ferry, I decided to ride late into the evening to get to my destination—usually irritated, distracted, and probably a little too tired. Not only does this make for a bad day, but it breaks every rule I have about riding and touring. When it comes to motorcycle touring one of my moto-mottos is: Live to ride another day. Another is ALWAYS, always, always be safe! This comes with an underlying attitude that it’s the big picture that counts so don’t sweat the small stuff. I’ve learned that it’s when I embrace the obstacles and absurdities
the road can throw at me: like breakdowns, getting lost, bad weather, bad roads, detours that seem to go nowhere, etcetera—and say to myself, “Relax, it doesn’t matter. These are the stories I’ll be telling when I get home” I’ll enjoy my day. When I let them stress me out I ruin my own day. Getting mad at stuff that happens while travelling—when I know 100% that stuff will happen—is me ruining my own day. If it’s a bad attitude that causes the bad days, I’ve found the opposite to also be true. When I have a “go-with-theflow” attitude magic happens. I seem to attract serendipity. I meet the greatest people or stumble across the most interesting places. On one such occasion, I had managed to get about 40 km inland from the coast road I was supposed to be following. I decided to pull into a gas station so I could check my map. I wasn’t lost (I could have backtracked) I just wanted to find the most motorcycle-interesting road back. At that moment a man stopped and climbed out of his seen-better-days pickup truck and asked me, en francais, if I needed help. I could easily have said “No, merci” but instead I welcomed the
opportunity to meet him and engage in conversation. He didn’t speak English well, and I spoke even less French so his verbal directions were rather lost on me. So, instead, in the best Englisg he could muster, he suggested that I follow him to his home where he would jump on his motorcycle and lead me to where I needed to go. I looked at this dishevelled, elderly, beat-up-pick-up-driving man and the soundtrack from the movie Deliverance started playing in my head. But then I remembered all of the great stories my friends had shared about the helpful and wonderful people they had met in their travels and told him sure and we headed off. We left town on a main two-lane highway and after a while turned onto a paved County Road without a centre line. We drove down that road a long while and eventually turned right down a steeply descending gravel road that wound its way along a river ever deeper into the thickening and darkening forest. (The Deliverance soundtrack started playing in my head again.) As we came around a final bend in the road I was relieved to see his motorcycle and his rather well-kept and very interesting
19th century home, both sitting beside the most gorgeous waterfalls and rapids. Whew! I thought. Everything’s going to be just fine! It was getting late in the day so he said (once again in his broken English), “My girlfriend is not coming over tonight and it’s getting late so why don’t you skip camping. We can go out and grab a bite and you can stay here. There is plenty of room.” I thought, what the heck and agreed. We went a town or two over and found a great little road-side diner. We sat on the patio and watched the Canadian Snowbirds Aeronautical Team perform an air demonstration in front of us. I told my host that letting me stay at his place was very nice but throwing in an air show was a little over the top. After dinner, we went back to his place and found his girlfriend who decided to come over anyway. I’m glad she did. She was really nice and her English was a little bit better. My host decided to show me his back forty on his ATV so off we went. We stopped to see his mushing dogs and his chickens on our way to the hunting cabin he had on the back of his property. Twenty minutes later we were still not at the end of his
11 – The Motorcycle Times, March 2019
property. I teased him and said, “If you were a really good host you’d at least show me a deer.” That was the wrong thing to say. After that he took me to every nook and cranny of his property, determined, I am convinced, to find the biggest darn deer. I think it was a matter of pride. And son of a gun, there, in front of us, was the largest darn deer I’d ever seen. No Bambi this one. This was one big buck! After we got back he had some farm chores to do so I chatted with his girlfriend. She said that she was really surprised to see me there because my host was a little reclusive. She said that I must have connected with him in some way and also told me that she thinks he really likes me. We chatted in front of the fire and in the morning I was served a breakfast of hot coffee and fresh eggs from the farm. He then led me, by mo-
torcycle, back along the best route and sent me on my way. It was one of the highlights of my trip. This elderly, dishevelled man in his beat-up pick-up truck was a retired medical doctor. He looked the way he did because he had been working on his farm and was in town to get gas and a few supplies. Am I ever glad I was flexible and open to new experiences. Had I been a slave to my schedule, or my GPS I would have turned around as soon as I got off course. Instead, I said to myself, “I wonder where this goes?” When he invited me to follow him I said, “Why not?” When he offered me free lodgings I said, “What the heck!” followed by a hardy thank you the next day. It was magic! And, it all happened because I had right moto-touring mindset! Ride safe out there. And chill. Mind your own moto-touring mindset.
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March 2019, The Motorcycle Times – 12
Friday the 13th in Port Dover
July 2012 17
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Margit Wamsley, right, and friendinspired Connie Primehelmets showcase some of Margit’s european “Dover Thunder Apparel”. By Donna McMillan “Dover Thunder Apparel”, specializing in Friday 13th biker wear is celebrating its 13th year of business this year, a year of three Friday 13ths and expectations that this July 13th could be the biggest event in Port Dover to date. Owner Margit Wamsley, who works as
a Special Events Coordinator for Norfolk County in her regular work day, will once again have staff manning two booths that feature “Dover Thunder Apparel”. They can be found next to Dover Hairport, near the Dover Dairy Bar and in The Arbor parking lot. Thirteen years ago, Margit started off designing hats and quickly moved to Fri-
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Virago to get her a car, the next time gas Bysuch KenNorfolk Monroe day 13th clothing. Using busi- prices went up (and I had a bonus) I could get another motorcycle. That hapnesses as Truckin’ T-shirts for silk screen- pened early last year. So I started the Four years ago, I was working 60 klicks ing and Stitch Embroidery as well south ofQuick home. Daily commutes wereas search again for a replacement motorvarious graphic designers, Margit’s approximately 120 klicks. Then, highDover gas cycle. Thunder includes and My bonus came in, but was less than prices hit. clothing A major line portion of mymen’s budget was going in thehats, tankcrests, instead of apparel, in my anticipated. So I had a limited budget, ladies’ t- shirts, kids pocket. To reduce theshort strainsleeve on mychoices. bud- and a short time to buy. My search sent and both long and get, I decided to buy a motorcycle. Margit, who has lived in Port Dover for the me in the direction of the Shadow. Oddly I researched what was the best begin- enough, it is considered a beginner mopast 35 years, is the mother of twoexperidaugh- torcycle to some. And others complain ner’s motorcycle. I had previous ters. ence on trail bikes and one street bike, about the transmission. An older model the business a bit nerve not only fit my budget, it was a very but Admitting I had not ridden a streetisbike in over wracking it is so weather depen25 years. I because felt inexperienced, and that a practical “next step.” I found a 1997 in average shape (very small a safety course was dent motorcycle and requiresand substantial financial inthe best way safely work start riding vestment andto physical setting again. up tents, rusted) with a perfect engine. It seems Margit at the October 2010 Friday the I readloves numerous of starter Margit Fridayreviews 13th in Port Dover.mo- the owner had taken the Japanese mo13th. repair course and was using torcycles, and went to dealers to look at torcycle “I’ve metrecommended people from allmodels. over theIworld. the various was this bike to practice on. So the engine ange with a cowboy graphic is a popular I’ve met people who have their bikes never in the market for aflown “sport” bike. I was tuned, the carbs were re-jetted, and some men. pipes. Complaints in from U.K. and people who have ar- itchoice had of aftermarket knew thatthe a high center of gravity, short Women will often go seemed for buttertoyellow rived by limo. lot of peopleand come back about the transmission be un-or wheelbase, andA the power speed cactus green, if they are looking for somefounded (different sprocket?). available was dangerous for a beginner. every year and look for my clothing. They This bike ran on the expressway with The Rebel 250 was too small, the Suthing different than black. Shoppers enjoy get to know you. It is a lot of fun,” she said. no problems. I spent several weeks getzukiMargit GZ250employs was OK, but also felt small. the quality and unique designs that Marabout 20 people for the most ofThunder the rustApparel off, and generally Then I read reviews for the Virago 250. ting git’s Dover offers. event. She sets up Thursday and takes It didn’t look or feel small like the other cleaning up the bike. It had been stored If you miss seeing her on the street, she downand Saturday. 250s, its v-twin seemed to perform in a barn for several years, and was recandirty. be reached wamsley@cablerocket. year, Margit enjoys working with ally Now itatlooks great. I get com(andEvery sound) better. com different and designs. or- pliments everywhere I go. It’s two-tone I found colours a used Virago 250 inTexas a town about 100 miles south. But on the day I red and pearl. However, the purchase of a new (sort was to pick it up, the friend with a truck was not available. So I had my wife drive of) bike caught the attention of my come down there, and I rode the bike back worker. He then began research on purhome. Believe me, it was scary doing this chasing a bike of his own. It seems gas after not riding for almost 25 years. But prices were affecting his budget also, but my co-pilot was right behind me, work- he decided to take a different path than I ing as a blocker. The ride home was un- did. He settled on a 400cc Yamaha Majesty scooter. Like me, he had not ridden a eventful. The Virago 250 was an immaculate motorcycle in over 25 years, so he should 2006, with 4000 miles. Everyone liked it, have considered himself a beginner. But most thought it was a bigger motorcy- he owned a Honda 750 back in the sevcle. I didn’t have any trouble riding the enties, so he thought he could handle a first 2-3 weeks, staying local and south scooter. I recommended the local safety course, of town on country roads. However, I got overconfident and decided to give and told him how I had an advantage my wife a ride. On the way home, I hit when “re-learning” to ride several years a water bottle in a driveway and almost ago. He decided to buy the scooter and dropped it. Of course, this scared the learn on his own. crap out my® Spyder wife.® Since then, sheWith hasa unique,The first week, he dropped his scooter The of Can-Am RT and RS roadsters. The Can-Am Spyder RT and RS roadsters. With a unique, stance and intuitive, rider-focused features, in his features, garage. It seems he went in too never three-wheeled ridden with me. three-wheeled stance and intuitive, rider-focused it’s everything you need to become one with the road. it’s everything you need and to become one with hit the road. fast, the rail that holds the garage I passed my local learners test It’s riding. Reinvented. Discover what thousands of riders riding. Reinvented. Discover what thousands of riders door, and tore off the exhaust cover. He was going take my It’s driving portion of alreadyto know at can-am.brp.com. already know at can-am.brp.com. dropped it on the left side with only mithe test, The when something unusual hap® ® Can-Am Spyder RT and RS roadsters. With a unique, nor scratches. The second week, he hit pened. The MTO stance decided to “re-paint” three-wheeled and intuitive, rider-focused features, it’s everything you need to become with the road. a piece of Styrofoam when turning into the markings on the parking lot one where It’s riding. Reinvented. Discover what thousands of riders they give the driving test. So, they ex- a parking lot, and dropped the scooter already know at can-am.brp.com. tended my learners for 3 months un- again. This time the damage was more til the lot was painted, and they let me severe (also on the left side). I brought “practice” on the course anytime I want- him a can of matching spray paint to ed. They even left the cones out over the cover up the damage. We planned a ride two weeks later, weekend so I could practice! This was a big advantage in my “re-learning” of and my co-worker had plotted out a how to ride, since I had decided not to circular course that would be entertaintake the safety course (bad idea). But I ing. But he never showed up, so I went had a safe practice area in the country, on and visited my parents. I called him VEHICLEwhen STABILITY SYSTEM TRANSMISSION DYNAMIC POWER STEERING SEMI-AUTOMATIC TRANSMISSION DYNAMIC STEERING I gotSEMI-AUTOMATIC home, and as itPOWER turned out, and the course at the MTO.VEHICLE STABILITY SYSTEM system 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 accident. He had I passed the driving portion of traction theintegratinghe stability, traction Yourup leftand thumb up and your acceleration, speed anddesteering integrating stability, Your had left thumbanother shifts yourshifts 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 to take driving test that morncourse 3 months later (on my Virago 250). confident (Manualhis available) improved control. incredibly confident ride. incrediblycided (Manualride. available) improved control. I rode that little Virago as often as pos- ing, and stopped by the MTO. However, during the emergency and sible over the next two years, some ex-SYSTEM VEHICLE STABILITY SEMI-AUTOMATIC TRANSMISSION lane-change DYNAMIC POWER STEERING An automotive-like system stop Nomaneuver, clutch lever or foot shifter here. Adjusts requiredthe effort through he over-applied front pressway, some back roads, and almost integrating stability, traction Your left thumb shifts up and your acceleration, speed and steering and anti-lock forefinger shifts down. With reverse.He angle data. More comfort and and flipped. broke his collar every day to work. I had close calls braking andfor an brakes incredibly confident ride. (Manual available) improved control. some learning experiences, but overall, it bone and several ribs. He was out of work 3 weeks. was a great motorcycle to “train” on. I guess the moral to this story is the After two years on the Virago (and over 25,000 miles), I was looking to move following: No matter how much flak I up, but the engine on my wife’s car went may have received about buying a small bike to learn on, I have never regretted out. The only available down payment Dealer Imprint Dealer Imprint Regional Road Courtland, ON I it. It turned out 13, to be the best decision was my little Virago. The dealer was Goes re-14 Goes Here Here made. I put over 25,000 miles ally interested in it, and several salesmen have ever 519-688-3278 tested it in the parking lot. They all said if on that Virago. I don’t want to jinx mywww.lockhartsodyssey.ca here and make a statement. I just I didn’t trade it for a car, they would buy self Dealer thought Imprint that another beginner might it outright. I parted with my little Virago Here this, and decide not to buy a big and drove away in a nice car for my wifeGoesread sport bike or cruiser to start out with. It (how many guys would do that?). My wife agreed that since I used my just might save his or her life.
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So you want to run some accessories off of your motorcycle’s power, but your bike doesn’t have an accessory circuit or anywhere to plug things in? Here’s a one idea on how to do it. Identify a circuit to use Presumably your motorcycle doesn’t have a dedicated accessory circuit, or you’d just be using that. So get a copy of your bike’s wiring diagram and find a nice noncritical circuit (just in case we screw things up, we don’t want to mess with something that’ll stop the bike from running or that’ll kill important safety equipment. Make sure the circuit is suited to your power needs. The wattage that your accessories draw should be well below the power limit of the circuit. For example, if the circuit has a 5A fuse on it, make sure you are using considerably less than 12V * 5A = 60W. Keep in mind that you have to add up all of the draws (including the ones that were on the circuit before you start adding accessories). Don’t cut it close. Don’t replace the fuse to allow more current. My bike has a circuit for a light that serves only to illuminate my license plate. Perfect! After reading the wiring diagram, follow the colored wires to find the appropriate pair. Test to be sure it’s the right circuit by unplugging it and seeing what turns off. Get connectors
This is probably the hardest part of this project: finding the right connectors. You’ll probably need two different types: one to interface with the existing wiring in your bike, and another to connect between different accessories. Why two kinds? Because your motorcycle’s existing wiring probably uses something annoying that’s hard to connect and disconnect. You can get connectors at a local electronics store, a motorcycle shop or an auto parts store. It’s handy to take a picture of the connector, because even if you figure out the name of what you want, the person selling them might know them by a different name (like “those black ones with two wires”). I suggest the SAE Connector for the accessory connection end. The plug end has two connectors that fit into each other. One has insulator all the way around it, and the other doesn’t. This is handy because your motorcycle’s frame is probably grounded to the battery. If a stray positive wire touches the frame, you can make a short. But if you make sure to always wire the insulated end of the SAE connector to power, you don’t need to worry about that. NOTE: One downside to using connectors that already have attached wires is that the wiring colors may be misleading. This is especially true if you’re cutting them up and putting them back together in different patterns (like the Y connector), but might even be true if you’re using them unchanged. Normally when you wire to power, you use a red wire, and when you wire to ground you use a black wire. But the wires on the
connector may not match this. You should use a voltmeter to test which wire is which and mark it. I mark the wires using colored heat-shrink tubing. I always use red for power and black for ground. The first thing you want to do is make a connector with one SAE end and two of the matched connector ends. Do this by cutting the matched connector in half, and then join the two ends together facing the same direction. You can be sure the polarities are right in this step by just keeping the colors matched. Red to red, Black to black. For the next step, things aren’t quite so straightforward. The best thing to do is to get a voltmeter and measure the difference in voltage between the two ends. If it’s negative, the wiring is the opposite of what you expect. (For instance, the red wire coming out of the connector is might be the ground wire and the black one is the power wire) Once you’ve determined which wire is power, slip some red heat-shrink tubing on it. Slip some black heat-shrink tubing on the black wire. That way you know that even if you can’t trust the wire color, you can trust the heat-shrink color. Connect the SAE connector with the correct polarity. Remember: the insulated end goes to power, and the uninsulated one goes to ground. Test this with a voltmeter! The one I used is a SAE connector with an inline fuse. This is probably a good idea. You don’t want a short in your accessory to pull unlimited current. Connect Your Accessories Now that you have a dangling SAE con-
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nector wired into your bike, you can add an accessory. Just add an SAE end to the accessory and plug it in. Since the power *output* from your motorcycle’s power system is on the insulated pin of the connector, the power *input* to your accessory must be on the uninsulated pin of the connector. 12 Volt (“Cigarette Lighter”) Socket Lots of accessories meant for use in cars use these gigantic, silly connectors, so it’s handy to have a socket for them. Just make sure the red wire from the fuse connects to the uninsulated contact of the connector. PS. You may be thinking: “Hmm. Everything in this system has its own fuse. Isn’t that overkill?” Answer: Yes. Each of my accessories started out with an inline fuse. I just didn’t bother removing them. SAE Y-Connector Here’s a handy one. If you have just one SAE connector coming off of your bike’s power, but you have two accessories, what can you do? Just make a Y-connector. Again, the only tricky thing here is figuring out which contact is power and which is ground. On the end that you’re plugging into the bike, you’re connecting to the bike’s power (insulated), so you have to use the uninsulated contact. On the ends that you’re plugging into accessories you’re making power outputs, so the power should be on the insulated contact. Always consult your local shop before attempting to add any additions to your electrical system.
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13 – The Motorcycle Times, March 2019
Accessory Wiring
March 2019, The Motorcycle Times – 14
justdifferent A few Motorcycles worth a Second Look By Kevin Frank My calendar says 2019 is just getting started, but bike manufacturers have been releasing 2019-model-year machines for months now and from what we’ve seen the pickings look pretty posh. But not a lot of us—from where I’m sitting, anyway—have very deep pockets, so lets get down to the nitty gritty here. The good news is motorcycle riders of any size or stripe still have plenty of options to choose from. Even in the $1012K group of models, you’ll find traction control, ABS, and ride modes as standard features on some bikes, with upgraded suspension and premium materials on others. Throwback bikes are hot (again), and so are sportbikes—but you knew that already. Even the models that strut style first and foremost bring some manner of convenience to the table. And there’s a broad spread of variety here too, with styles ranging from sedate standards to corner-carving trackday missiles. Triumph Street Twin Did we mention that throwback bikes are hot? But it might not be just the looks that hook you with Triumph’s most modern iteration of its Modern Classics line; for 2019, the already well-regarded Street Twin was bestowed with a fairly comprehensive set of tweaks and updates. Look beyond the modernized but still-classic silhouette and you’ll find more horsepower, beefed-up suspenders, and more robust brakes, along with the addition of premium materials. One of the biggest knocks on the previous-gen Street Twin was its ho-hum power output, so this year Hinckley boosted the 900cc High Torque parallel twin with 18 percent more power, or roughly 10 hp. That’s nothing to sneeze at; the Street Twin now makes
a claimed 65 hp. That suspension got twiddled as well, with Triumph adopting a higher-spec KYB cartridge fork for a smoother ride The upgraded Brembo four-piston caliper front brake now gives the Twin a bit of an edge over its newest competitor, the bargain-priced Royal Enfield Interceptor. Other revisions include new alloy wheels, a magnesium cam cover, new headlight shell and brackets, a lighter crank and balance shafts, and increased service intervals, and, yes, two new riding modes. With its retro lines and rideability the Street Twin was already Triumph’s bestselling Modern Classics model, we doubt it’ll relinquish that title anytime soon. This a pretty plum deal—whether you’re a beginner or an experienced rider.
to admit that a good chunk of the marketing copy for this model wasn’t just blowing smoke. The Continental GT and INT650 are the first global motorcycles to come out of Royal Enfield in a long time, and are all-new from the frame on up. Both models roll with a palpable attitude that outswaggers any RE before it. Of the two, the INT650 (née Interceptor) is our choice for its comfortable ergos
Kawasaki Ninja ZX-6R If strafing apexes is your bag, you’ve come to the right place. Bikes like Kawasaki’s 600cc Ninjas were a common sight on North American tracks in the early noughties when lightweight supersport racing was on fire, and when it was reintroduced in 2013, the ZX-6R was an entirely new bike. For 2019, Team Green is employing the “if it ain’t broke, don’t fix it” strategy—this year’s model is mostly unchanged. That means the ZX-6R gets a face-lift and a couple of updates. There’s a standard electronic quickshifter, twin LED headlights and taillight, new instrumentation, new gear ratios for better low-end power, and new rubber. But otherwise it’s the same 636cc formula from six years ago, which is a winning one; when we dynoed the ZX-6R in 2013, it pumped out just over 112 hp at 13,500 rpm. The Showa BP-SFF fork and shock both offer easy adjustability, traction control is standard, dual 310mm rotors up front slow things down quickly, and the ZX6R’s ride quality was cited as one of its best features. Although 600-class supersports aren’t as popular as they once were, it’s nice to see Team Green remains committed to the once-mighty class. The ZX-6R is great on the street but it also can be quickly re-
Royal Enfield Intercepto You’ve heard the rosy buzz about Enfield’s all-new twins, and it turns out it’s not fake news—when our testers finally rode the new 2019 Interceptor, they had
and overall styling, which riffs on the doit-all bikes of the ’60s and ’70s. The air-/ oil-cooled 648cc parallel twin and Harris Performance-designed chassis are a great match, and the bike also impresses with its user-friendly clutch, good gearbox action, and plenty of low-end and midrange power, all of which serve up an amiable riding experience. Although many of the new Enfield’s components are basic (conventional fork, single disc brake) and power output is modest (a claimed 42.55 hp), ABS still comes standard, and taken together, the combinations work perfectly fine for realworld riding.
jiggered into a weekly track missile. And it’s a serious bargain. Indian Scout Sixty In the market for a performance cruiser but not craving the weight or price tag of a full-scale model? The baby Scout may very well be your huckleberry then, as it carries the Indian DNA through its core, even if the proportions are three-quarter size of its bigger brethren. The Sixty rolls on the same chassis as the Scout, but Indian made some tweaks to the inside of the engine that cut displacement down from 69ci to 60, and got rid of fifth gear in the original Scout’s transmission. The 60-degree V-twin brings snazzy chrome-
Honda CB650R With its newer, cleaner neo-retro contours, upgraded components, and solid build quality, the Honda CB650R was the sleeper hit at the 2018 EICMA Show. It’s a strong leap over the competent but frumpy CB650F (now retired), both in performance and overall design. To a neighborhood populated mostly by twincylinder engines, the “Neo-Sports” (Honda’s words) CB650R brings a revised 650cc powerplant which gets 5 percent more power and also sits in a stronger and lighter frame. Meanwhile an inverted 41mm Showa Separate Function Fork (SFF) is also added to soak up the bumps. The CB650R’s total redesign includes a trimmed-down chassis, a round LED headlight, and a new LCD dash that in-
cludes shift indicators and a gear position indicator. In addition to the Showa fork, performance upgrades include radial-mount four-piston brake calipers, floating brake rotors, and new wheels. Its 649cc DOHC inline-four has a revised intake and exhaust, new cam timing, and a slightly higher compression ratio for more peak power and smoother torque
delivery throughout the rev range. An assist-and-slipper clutch and Honda Selectable Torque Control (HSTC) round out the CB650R’s features, and ABS is available. We’re looking forward to a ride on this new naked middleweight, which hits the streets in April 2019. Yamaha MT-07 If you’re thinking the lightweight hyper-naked class feels like it’s pretty hot right now, you can probably thank Ya-
Ducati Scrambler Icon C’mon, there had to be at least one Ducati in here, and though you can opt for the similarly priced (and powered) Monster 797, we’re choosing the Scrambler Icon because it finally fulfills the original’s formula of a simple, fun-to-ride bike, but this time with better execution. For 2019, Borgo Panigale’s original Scrambler gets a style refresh, better suspension, an improved saddle, cornering ABS, Ducati’s
Bluetooth Multimedia System, and more. Down below is Ducati’s stalwart 803cc oil-cooled L-twin, all gussied up in black with machined highlights, claiming 73 hp at 8,250 rpm and 49.4 pound-feet of torque at 5,750 rpm, which just so happens to move the 417-pound Scrambler with plenty of purpose. The bigger news is the Brembo braking system, now enhanced with Bosch 9.1 MP Cornering ABS. The addition of an inertial measuring unit to the Icon means the ABS now works when leaned over, adding yet another measure of safety to your daily ride. The Scrambler comes in a 62 Yellow or the Atomic Tangerine color. Harley-Davidson Iron 1200 Take the Iron 1200, introduced as a late2018 model. Fortunately, it’s more than simply an Iron 883 with a larger engine; along with the bump in displacement, the 1200 also gets rethought ergonomics that splay you out more comfortably in the control room, thanks in large part to mini-apes with a nearly 9-inch rise and a pullback of 6.5 inches instead of the low, flat bars on the Iron 883—a substantial improvement in our book. To match the upright ergos, the Iron 1200 also gets a Café Solo seat that serves up more rear support, so the whole bike just feels roomier. Interestingly, the chassis remains the same as the 883’s; it’s a bigger engine, but the same tires, suspension, and geometry, and just 2 extra pounds for the 1200. Those 564 pounds of wet weight never feel like a handful, and that’s helped by improved handling and the addition of things like mid-controls and a more stable 19-inch front wheel. The 1970s-themed Iron 1200 recalls the AMF era without all the shortcomings, and it brings authentically retro styling and a hint of pizzaz to the brooding Sportster line (though the retro ’70s tank graphics cost extra). Of course if you’re looking for a sportier Sportster, the Roadster is what you want. It packs a beefier, inverted fork, lower bars, and dual disc front brakes, but obviously it does cost more. So there you have it, a few motorcycles that are not budget breakers and worth a second look. Whether you are a veteran rider or just getting into motorcycling, these are some great options.
15 – The Motorcycle Times, March 2019
on-black styling and, like its big brother, uses fuel injection and water-cooling. Even though the smaller-bore Scout Sixty has fewer premium parts and rings in as the least expensive to Indian, you’ll still be able to wring out a claimed 78 hp with 65 pound-feet of torque—not too bad for a 542-pound machine. The Scout Sixty might have the same genes as the Scout but there are some clear visual differences. The Sixty has briefer fenders and skips the fender-mounted war bonnet altogether, while the fat 130-series front tire gives it a nice visual punch. The chrome trim on the engine covers and air cleaner on the bigger Scout are blacked out on the Scout Sixty, which gives it more attitude, but there are still subtle hints of the shiny stuff elsewhere to balance things out. A most stylish and well-handling cruiseron the market? Yes, please.
maha’s 2015 FZ-07 debut for that. In 2019, the former Fuzz extends its stellar reputation with much of its core unchanged, but this time with a new name. Now called the MT-07 (for “Master of Torque”—is there a Marvel comics series in this bike’s future?), this Yammie soldiers on with the same crossplane parallel-twin engine, sweet styling, and good handling that made it so desirable when it was just the FZ. Other than slightly revised spring rates and other suspension tweaks, along with some updated bodywork bits and seat changes, it’s very much the same steed. Part of the reason for that is the MT07’s sheer versatility; it can serve as a daily rider, a beginner bike, an extra bike, or even a trackday bike. None of those things make it a price-point machine—it just happens to be well-priced. Last year Yamaha said the FZ-07 is the highest-selling motorcycle in its entire lineup, and that seems like proof enough. Oh, yes, and ABS is standard—in fact it’s not even an option.
November March2018, 2019, The Motorcycle Times – 16
Space Tight?
A Family Passion of Two Wheels Motorcycles have grabbed the attention of many people, especially over the last 10 years. I grew up near Springfield, Massachusetts, the original home of Indian Motocycles (no “r”), I’ve seen my share of vintage Indians. But the best collection I’ve seen yet is in Newburgh, New York, at the museum called Motorcyclepedia. You’ll find more than 400 bikes there, including the world’s only “Indian Time Line” with at least one model from every production year of the original Indian brand. You can easily spend hours in the Indian exhibit (I did), but that’s just the beginning of this impressive destination. Do you like all manner of Harley-Davidsons? They’re here. Military and police bikes? Yes, sir. Custom choppers? Got ’em. Bikes from longago manufacturers like Thor, Yale and Wagner? Those, too. Even the oldest running motorcycle in North America, an 1897 De Dion-Bouton trike made in France, is on permanent display. Motorcyclepedia, which opened in 2011, highlights motorcycles and memorabilia largely from the collections of Jerry Doering and his son Ted. Jerry raced Indians in the 1940s and began collecting them in 1949. Ted,
surprised to find a museum of this caliber. Like the best museums, Motorcyclepedia is a learning experience. Wellresearched details about most bikes on display are nicely presented alongside the machines. Your time spent reading is well rewarded. My attention focused first on a 1901 Indian nicknamed the Camel Back, which features a 13-cubic-inch, 1.75-horsepower Aurora Thor single mounted in a bicycle frame. Only three units were produced. Moving on I learned that the first motorcycles used by the New York City Police Department were Indians, in 1907. Then I learned that the first motorcycle with an electric starter was an Indian, in 1914, a year before the first kickstarters were introduced. And then I learned that Harley-Davidson did not introduce an electric starter in its product line until 1965. (The Indian/Harley rivalry lives!) In due course I pressed on to other themed galleries, such as Chopper City, the Circa Timeline, Fast from the Past and the Wall of Death Motordromes. Throughout the museum there are movie posters, album covers, ads, signs and pieces of pop culture, all tied somehow to motorcycles. Among the bikes I found most intriguing are those outfitted with a sidecar. There are sidecars with iceboxes for meat deliveries and ice cream treats. Some passenger hacks include
who serves as the museum’s Director, started building choppers in the 1960s and expanded the Doering collection with Harleys and cool moto memorabilia. The business success of these motorcycle entrepreneurs enabled them to build an extensive collection, and now you can see it for yourself. Of course I rode a motorcycle to Motorcyclepedia. I zipped along winding secondary roads through the hills of rural western Connecticut and the eastern Hudson River Valley. Eventually I arrived in the gritty small city of Newburgh, where I was pleasantly
exquisite coachwork like you’d expect to find on a fine automobile of the era. For speed demons, there’s a Honda CB750 racer with wide, lowslung accommodation for a brave sidecar monkey. One fascinating model is a 1936 Indian Traffic Car set up as a beer wagon. Powered by the ubiquitous Scout 42-degree, 45-cubic-inch V-twin, this rig has sprockets on each side of a jackshaft that turn drive wheels on each rear axle, providing two-wheel drive that must be helpful when transporting loads of beer.
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17 – The Motorcycle Times, March November 20192018
There are examples of other vehicles powered by motorcycle engines. The Eliason Motor Toboggan, manufactured by Four Wheel Drive Auto Company Limited of Kitchener, Ontario, Canada, has a 45-cubic-inch Indian motor, 3-speed transmission and a cleated traction belt. The term “snowmobile” had apparently not yet been coined when this machine first provided “fast winter transportation over uncharted country” at speeds up to 40 mph. You’ll want to linger over the classic eye candy on the Winner’s Circle Concours. Champion-class bikes are displayed that received the highest award possible in rigorous judging by the Antique Motorcycle Club of America. To be eligible for judging, a bike must be at least 35 years old and restored or maintained in a condition as accurate as possible to the day it was manufactured. The Winner’s Circle exhibit is permanent, but bikes on loan from their owners are rotated in periodically, so on your next visit you may see different bikes. I saw Garrett Bekker’s 1956 Triumph Canadian Military, Walt Curro’s 1938 Indian Four, Eli Sentman’s 1969 Honda 750 Four and Bruce Thompson’s 1965 Honda Dream. Ron Schavrien’s 1976 Hercules W2000 that was featured in Rider (March 2015) is on display now. Perhaps anticipating the challenge of constantly reminding young visitors to look with their eyes and not with their hands, several vintage bikes located throughout the museum are set up specifically so kids of all ages can climb on, make motor noises and mug for a camera. Great idea! You have seen and heard a little of the attic now a little about the family. Gerald A. Doering took an interest in two-wheeled vehicles early on, and he purchased his first motorcycle, a 1929 Indian Scout in 1947. Hoping for a job at a motorcycle dealership that moved from Newburgh, NY to Florida, Mr. Doering rode his 1929 Indian to Florida. When the job didn’t pan out, he rode back to Newburgh, NY, and started an electrical contracting business in the 1950s. Mr. Doering continued to collect Indian motorcycles, and over the years, collected Indians from every year of their manufacture (1901-1953), with the exception of the first year of production. Mr. Doering’s interest in motorcycles was shared with his son, Ted, and in 1971, the father and son team started a wholesale motorcycle parts business, V-Twin Manufacturing, in New Windsor, NY. The success of the company made it possible for the father and son to expand their motorcycle collection. Ted Doering enjoyed building choppers in the late 1960s, and he collected both custom and original Harley motorcycles and memorabilia. Ted’s motorcycle collection grew over the years, and in 2010, he began putting together the museum that presently sits at 250 Lake Street in Newburgh, in the old 85,000 sq. ft. Miron Lumber building. Ted Doering presently serves as the museum’s Director. For more info visit www.motorcyclepediamuseum.org
March 2019, The Motorcycle Times – 18
adventureawaits
Capture the moment
Have you ever gotten home from a motorcycle trip and wondered why your photos don’t measure up to the ones you’ve seen in the brochure? I have. I’d say to myself, “I rode to that very same scenic town. I hung out at that same motorcycle diner. WHAT HAPPENED? What does that photographer know that I don’t? What could she see that I missed? Why do those photos look so damn good and mine suck?” ARGH! The good news for you is that you do not have to be as compulsive as I am to learn how to take better photos. I am going to share with you a lot of tips and tricks I have learned along the way. I guarantee that if you try out some of these ideas you will see improved results. They worked for me, and I believe they will work for you too. If you’re thinking this is too advanced please know that this isn’t an article about the technical aspects of photography like f-stops, shutter speeds, or ISO. A few tips will need some basic knowledge, but most of them can be tried whether you are shooting with a camera phone or an expensive DSLR. The focus is on the photo, not the settings. In his book, Photographing Your Family (2008), Joel Sartore, a renown National Geo-
If your subject is dark against a brighter background, e.g. shooting your motorcycle against a beautiful sunset, slightly underexpose the sunset and use a fill flash to provide some light on your bike. (But not too much.) Or, go for a silhouette effect. The key to a silhouette effect, whether of your bike or people or whatever, is to look at the overall shape of the silhouette. If taken from a bad angle your subject (bike or the people) might just look like a black blob. Move around or pose your subjects until you get a shape that is both interesting and clearly tells something about your subject, the action, or the story you’re trying to convey. If you are shooting indoors against a bright window, slightly under-expose for the outdoors and use a flash to lighten your subject, or go for a silhouette effect again. Outside, even on bright days, you can look for places with good light (e.g., shoot your bike as it sits under the shade of a tree). At the very least notice where the shadows are. By moving you can often minimize their effect. You can also look for creative opportunities by shooting the contrasts and patterns made by deep shadows. At night you can come up with some great shots if you get creative with your sources of light, e.g., a headlamp, a car/motorcycle headlight, a flashlight, a cell phone, or a campfire. Of course, flash can be used but it can ruin more
graphic photographer who has travelled the globe on assignment, writes: “There are three elements that together create a good photograph: the subject, the composition, and the light. [By this he means, an interesting subject, great composition, and great light.] A decent photograph may have one of these; a good or great photograph may have two. A stunner will have all three of them.” Great Light Most people know that on a clear day the golden hours—just before to just after sunrise and sunset (dawn and dusk)—provide great light. It’s a great time of day to shoot but it goes by quickly—especially sunrise. You should know what you want to shoot ahead of time so you are ready when the perfect light hits. If you’re still walking around hunting for the perfect shot there is a good chance you’ll have missed the light. Scout out the area the day before if possible or get there early. What some people don’t realize is that overcast days, heavy weather days, and nighttime can also provide some great light opportunities. Overcast days provide great light because it’s soft light. It’s great for shooting colours and there are no stark shadows. Some of my favourite light is before and just after a rainstorm. It can be magical. On many occasions, I have ridden through a rainy landscape and out the other side to see everything is clear and glistening, and vibrant—often with rays of sun mottling parts of the landscape in wonderful ways. Be ready for this. But, as motorcycle tourists, we often have to shoot our subjects in the light in which we find them. It is our job to work with the light we have.
pictures than not if not used carefully. If you look at some of the shots taken by professional photographers, careful attention has been taken to shoot in the best light possible— often the golden hours—or to optimize their shots in not-so-good light. They are also always ready to take advantage of serendipity. Because the golden hours offer the most magical light, why not try to schedule your travel itinerary so you will be staying overnight in places at which you’d like to shoot. That way you can shoot it at dusk or dawn and cross great light off of your list. Now all you’ll have to concentrate on is great composition and finding an interesting subject. Great Composition The main thing to avoid is placing your subject dead in the centre of your picture frame. The rule of thirds. This is one of the simplest compositional rules to remember and apply. If you divide your picture frame into thirds horizontally and thirds vertically, the rule of thirds states that the composition will be stronger if you put the main subject on one of the four intersecting points. Also, the horizon should usually go either on the lower horizontal third line or the upper horizontal third line depending on what’s important to your shot, the landscape or the sky. If your subject is moving into the picture frame it should be put on the vertical third line that gives it space to move into the frame and not on the one where it looks like it has already passed through most of the frame and has no place to go. You don’t have to apply this too rigidly. If you do your photos will look formulaic. But, if in doubt, try the rule of thirds to see if it will improve your photo. It may sound way more complicated than it is. Look at the
By Vykstrom ‘Vic” Ryder
example shown and I’m sure you’ll get it. The main thing is, if you stop putting everything dead centre you will be off to a great start. Framing your subject within a frame. Is there an object that will frame your subject in an interesting way? You can be shooting from inside to out, or from outside to in. Frames can be man-made or found in nature. Here are some examples: a doorway, a window, a garden arch, low-hanging branches, or a cave entrance. Say you’re sitting inside a restaurant and as you use the loo you notice your bike is perfectly framed by the open door. You grab your camera, expose for the outside light, and add a little flash to light up the inside a bit and shoot away. Now you have captured that you were at that restaurant, while on a bike trip, and you’ve captured a bit of its interior decor along with your bike. You get the idea. Leading lines. Leading lines can be anything in your image that leads the eye of the viewer into your composition. Ideally, they shouldn’t just lead the viewer to nothing, but to a payoff in your photo. It could be a fence, a road, a river, or a shadow—something that grabs the viewer and leads them into your photo. Look for them when you are out shooting. Clean backgrounds. When it comes to backgrounds in your photos my rule is, “Choose it and use it or change it or lose it.” A cluttered background can ruin an otherwise great photo. Most new photographers are looking so intently at their subject they miss what’s in the background completely. The easiest way to fix it might be to just move. Or wait. Or shoot from a low angle and capture your subject against the sky. Or get high and shoot them against the ground. Or just move around and shoot at a different angle. A bad background will usually result in a bad photo. Create depth in your pictures. Look for photo opportunities where there is something in the foreground, mid-ground, and background. If you are posing some friends don’t line them up as if they are to be shot by a firing squad. Put them at different distances and even try to capture the interesting background as well. When you accomplish this your photo has a layering effect that creates a sense of depth. Rule of threes. Simply, it states that if you are shooting objects, having three objects in the composition is more pleasing to look at than two or four. When possible try this out and see if you notice a difference. It will also force you to analyze and edit with an eye on composition before you click. Fill your picture frame. A common problem is a portrait of a person (or another subject) lost in a big scene. The photo will almost always be improved if you walk closer or zoom in and fill the frame with your subject. Most of the non-essentials can be removed simply by filling your frame with your subject. This doesn’t just apply to people. Get the detail you want but don’t include extraneous and distracting
detail. But of course, sometimes you need to move further back to include context or more of the background. Whatever you are doing, do it purposefully. Don’t end up with a small subject in a big frame because you just didn’t think about it. Something Interesting Make every shot yours! If you’ve seen it before (like a typical postcard-style shot), try to
shoot it in a more interesting way. Go beyond the obvious. Go for different: different subjects, intriguing subjects, subjects that tell about where you’ve been in a way that only you can say it. Shoot the landmark and you’ve got the travel postcard. Shoot something that interests you with the landmark in the background and you’ve created something interesting and unique. Use your bike in the foreground, (but please not always. It will get tiresome quickly.) Also shoot local detail: food, culture, dress, architecture, and events. Shoot from different angles. Try a shot from an eagle’s eye view, (Can you get higher?) Shoot from below. (Worm’s eye view.) Don’t shoot everything from standing height or from the front. Try a shot from the side or the back. Add people to provide humanity, interest, animation/action, and scale. People also do the most interesting things. Don’t wait for people to walk out of your scene, wait for people to walk into it. People and animals add life to your photos. Look for special moments, intimate moments, and moments of surprise. Include friends, locals, or other tourists and moto-travelers. Choose an interesting setting and wait. E.g., a really interesting mural, and then wait for the action come to you. For example, when I was shooting the red lighthouse and the coastal highway on my motorcycle trip, I didn’t want to shoot it with some random car, I wanted a motorcycle in the shot with the lighthouse behind to give the location context. So, I set up everything and waited and sure enough, in less than five minutes a rider came along. Without the motorcyclist, it wouldn’t have told the story I wanted to tell. Tell a story. Say you stop at an interesting restaurant. You shoot the restaurant with your bikes and friends out front. (Pretty usual shot.) As you look up you see a weathered local wearing a cowboy hat, perfectly framed by the doorway, coming out. You zoom in and shoot him. As you get closer still, you see that the door has a really interesting sign above it, so you shoot
So, there you have it, in order to take great photos all you need is great light, a great composition, and something interesting to shoot. Hopefully, you now have a few ideas that you can try. I hope to see you out on the road somewhere. If you see someone in all their gear lying on the ground shooting up at something, just say hi Vic, it’s probably me. See you on the road.
19 – The Motorcycle Times, March 2019
a detail of the sign. Once indoors you shoot a shot from the door showing the unique decor and the interesting group of diners. You then shoot the menu, the perfect-looking meal as it arrives on your table. You shoot your buddy joyously devouring his lunch. You then shoot the cook behind the kitchen window. You get the idea. Go beyond the ordinary. Shoot a complete story. My 360º rule. I watched a video taken by someone touring on their motorcycle. The motorcyclist had stopped at a lookout and used their 360º camera to take an amazing video showing the view from all 360º. When I watched the video as it panned around I saw about five really fantastic shots that weren’t the usual “from-the-lookout” shots. Here’s what I learned. I, just like everybody else, probably would have shot the one shot from the lookout and stopped there. It was the most uninteresting of all the shots I saw on the video. There was a great shot of the perfect motorcyclists-dreamabout road. The mountains behind were much closer and more craggy and emphasized the steepness of the terrain. You get the point. Don’t shoot what everyone else is shooting. Look up, look down, and look around 360º. I now call it my 360º rule. This applies regardless of the subject and especially during sunrises and sunsets. Getting a good exposure shooting into the sun can be tricky sometimes. But the view behind is bathed in beautiful warm light. Be patient. Rushing is the antithesis to great photography. Slow down your thinking just a bit and look carefully and you will find subjects that are meaningful that no one else is shooting. That is how you get some great shots. Be spontaneous. Regardless of how much preparation you do, you will always find things en route you didn’t know about that will be fun to explore and fun to shoot. Don’t have such a tight schedule that you can’t change it up a bit. Motorcycles! Aren’t they all about freedom? Listen to your gut. If it tells you to shoot then explore the subject a bit. Something caught your eye. You may not know until you look at it later. At the very least it will help you to recognize it the next time you come across something similar. If in doubt, shoot and delete later. Be alert. Interesting stories can and do unfold right in front of you every day. But, you have to be ready. If you look at a great street photographer’s work you might be inclined to wonder how all of the interesting things happen in front of him or her and not you. You know that’s not true. He or she is just alert and ready. Research. With a little help from Google, you can create a list of the things you would like to see along the way. Beware of what other photographers say though. Many may be looking to get the standard postcard photos. Find what you are interested in. Plan to stay at places that offer good photo opportunities. That way you can catch them at sunset and sunrise—the best light. There are a number of great sites and apps (e.g., roadtrippers.com/canada/ and others ) that can help you do your planning. Go on local city/state/province web sites. They will often send you free maps and brochures. Reach out and actually ask them where there are some great places to take photos. Just remember, they’ll usually be thinking about postcard shots. Be safe. Lastly, and most importantly, be safe. When I’m touring I miss way more great shots than I am able to take. I come around a great curve on a mountain pass and see the perfect scenic vista, perfectly lit in the post-storm light. It is spectacular. I check my mirrors and, as usual, there is a vehicle barreling down on me. I check the shoulders and they don’t offer any safe respite or are non-existent. I ride on to see if I can find a place to pull over or turn around. By then the sun has gone behind the clouds and I have lost the moment. The number one priority is to be safe. That’s why it’s great to get to camp or your motel a little early so you can go out to shoot. I’ve missed lots of great shots but I’ve got some good ones too. The number one priority is to be safe!
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©2019 Bombardier Recreational Products Inc. (BRP). All rights reserved. ®, ™ and the BRP logo are trademarks of BRP or its affiliates. Offers valid in Canada only from February 1, 2019 to April 30, 2019. The terms and conditions may vary depending on your province and these offers are subject to termination or change at any time without notice. See an authorized BRP dealer for details. * The payment of the purchase will incur interest at the annual interest rate of 4.99% and will be payable with 312 equal and consecutive weekly payments of capital and interest. For example a 2018 Can-Am Spyder F3-S (SE6) model, if a financing is authorized for an amount of $19 360 with an annual interest rate of 4.99% and no other credit charges applicable, the Total obligation of the consumer will be $22 442.52 and will be payable with equal and consecutive weekly payments of $71.83 over a 72 month period, including a Down Payment of $3 534 and a BRP rebate of $3 000. The Total credit charges for the whole term of the contract are $3 036.84. For Quebec residents, weekly payments of $79 including MSRP of $25 799 + Freight & PDI of $1 060. GST & QST not included. For full and accurate vehicle availability and a detailed quote, please contact an authorized BRP dealer. Subject to Fédération des caisses Desjardins du Québec (“Federation”) approval. All other conditions and restrictions apply. BRP cannot be responsible of any financing authorized by the Federation during this promotion. See your BRP dealer for more details. † Get up to a $4,500 rebate on select 2018 models: Eligible units are select new, unused and in stock 2018 Can-Am Spyder models purchased from a participating BRP dealer. The buyer of an eligible model will receive up to $4,500 rebate. Conditions apply. Rebate amount depends on the model purchased. All models may not be available at all dealers. See your local BRP participating dealer for details. While quantities last. †† GET 3-YEAR COVERAGE WITH FREE ROADSIDE ASSISTANCE: Eligible units are select new, unused and in stock 2018 Can-Am Spyder models. The buyer of an eligible unit will receive the 24-month BRP Limited Warranty plus 12-month B.E.S.T. coverage. The buyer of eligible units will also receive 36 months of FREE Roadside Assistance. B.E.S.T. service contract is subject to a $50 deductible on each repair. For complete details, please see the BRP limited warranty and the B.E.S.T. contract at an authorised BRP dealer near you. Some models depicted may include optional equipment. Follow all instructional and safety materials. Always observe applicable local laws and regulations. Always wear a helmet, eye protection and appropriate protective clothing. Always ride responsibly and safely. Always remember that riding and alcohol/drugs don’t mix.
©2019 Bombardier Recreational Products Inc. (BRP). All rights reserved. ®, ™ and the BRP logo are trademarks of BRP or its affiliates. Offers valid in Canada only from February 1, 2019 to April 30, 2019. The terms and conditions may vary depending on your province and these offers are subject to termination or change at any time without notice. See an authorized BRP dealer for details. * The payment of the purchase will incur interest at the annual interest rate of 4.99% and will be payable with 312 equal and consecutive weekly payments of capital and interest. For example a 2018 Can-Am Spyder F3-S (SE6) model, if a financing is authorized for an amount of $19 360 with an annual interest rate of 4.99% and no other credit charges applicable, the Total obligation of the consumer will be $22 442.52 and will be payable with equal and consecutive weekly payments of $71.83 over a 72 month period, including a Down Payment of $3 534 and a BRP rebate of $3 000. The Total credit charges for the whole term of the contract are $3 036.84. For Quebec residents, weekly payments of $79 including MSRP of $25 799 + Freight & PDI of $1 060. GST & QST not included. For full and accurate vehicle availability and a detailed quote, please contact an authorized BRP dealer. Subject to Fédération des caisses Desjardins du Québec (“Federation”) approval. All other conditions and restrictions apply. BRP cannot be responsible of any financing authorized by the Federation during this promotion. See your BRP dealer for more details. † Get up to a $4,500 rebate on select 2018 models: Eligible units are select new, unused and in stock 2018 Can-Am Spyder models purchased from a participating BRP dealer. The buyer of an eligible model will receive up to $4,500 rebate. Conditions apply. Rebate amount depends on the model purchased. All models may not be available at all dealers. See your local BRP participating dealer for details. While quantities last. †† GET 3-YEAR COVERAGE WITH FREE ROADSIDE ASSISTANCE: Eligible units are select new, unused and in stock 2018 Can-Am Spyder models. The buyer of an eligible unit will receive the 24-month BRP Limited Warranty plus 12-month B.E.S.T. coverage. The buyer of eligible units will also receive 36 months of FREE Roadside Assistance. B.E.S.T. service contract is subject to a $50 deductible on each repair. For complete details, please see the BRP limited warranty and the B.E.S.T. contract at an authorised BRP dealer near you. Some models depicted may include optional equipment. Follow all instructional and safety materials. Always observe applicable local laws and regulations. Always wear a helmet, eye protection and appropriate protective clothing. Always ride responsibly and safely. Always remember that riding and alcohol/drugs don’t mix.
March 2019, The Motorcycle Times – 20
adventureawaits
311 or 42 which is the answer?
By Mick Brighton
muck and in sunny weather drop dry waste material on the roads or in wet weather, mud, lots of mud. The answer is to call 311 and a water truck will appear spraying water to wash the mud into the drainage system,
music on and a zillion safety aids they think that all is well with the world and the poor biker minding his/her own business just has to take their chance on survival as the car/van takes emergency action. I enjoyed
In Douglas Adam’s book the Hitchhiker’s Guide to the Galaxy the ultimate answer to life, the universe and everything is the number 42. Not so in Toronto, the answer is 311. Whatever your needs or complaints, 311 will solve your problems and give you the answer you were hoping for. In the case of the poor condition of the roads, alas, a new super computer will have to be built to process your request to have any chance of an answer let alone take action to fix the offending hole, pothole, slit trench or river bed. Can the powers that be, who run 311, prosecute the people who dig up the roads to fix/install/renew some underground facility and who leave one or more large pieces of metal covering said hole or holes? No, covering is too strong a word, laid out in the general vicinity is more accurate. Some are below the original road surface, some are above, some are bowed because of the weight of traffic going over them and most do not fit the size of the hole leaving a gap between the plate and the tarmac big enough to fit a tyre in. Surely the contractors who dig the roads up, have a duty of care to the general public to leave the road surface in as near perfect condition as possible at all times while the work is being undertaken and then after the excavation has finished to ensure the road is restored to the specification required for road surfaces? I was near Front and Parliament not too long ago just beside Toronto Police 51 division. I politely suggested to 3 police officers who were standing beside their cycles that the condition of the road outside their station was very bad because of 3 large plates in the centre of the junction, all badly fitted. I asked the question “In your opinion does the poor positioning and fitting of the plates constitute a road hazard?” After some deliberation including the well-known phrase, “I have not noticed any problem,” I pointed out to them that as the plates were put down some 3 months earlier, either they were new to the district, or so used to the noise and sight of cars and trucks bouncing over the 3 metal plates, 8 feet long by 4 feet wide, that they no longer registered the junction as a hazard. To which the reply was, “Ring 311.” A friend of mine told me that there were two seasons in Canada, winter and construction, but with today’s modern construction methods and the capitalist motto of ‘Time is money and wages are big’ construction is now a year long process. Hugh concrete mixer trucks are running backwards and forwards all the time and big dumper trucks are removing waste material from the building sites to landfill all day long and in every kind of weather. So my next issue is concrete and mud. The concrete is usually left in a lump near a traffic light interchange or near a building site spread across several lanes. *Another hazard for bikers.* I have observed that on the back of these concrete mixers there is a platform and when the truck comes to a stop the stuff slips off the back and deposits itself on the road. I wish they would drop off the excess concrete where it would do most good, i.e. in the potholes. The soil removing trucks leave the construction site covered in
blocking the drains, splashing the sidewalk and/or cycle lanes making it hard to walk or cycle, and making the road surface very slimy. All are hazards for the general public and especially for the motor bike rider. It is simply not good enough for the City, Province or National Government, the Police, Planning departments and others to turn a blind eye to these every day dangerous hazards and say ring 311. So where have I been riding lately? On the old Kingston Road to Whitby and beyond. Being new to the area I looked at my map, a big mistake, and I thought this looks like a nice rural road away from the highway, I should go and explore. I have found out that Ontario loves traffic lights, they are everywhere. I have had a small amount of traffic planning experience in a past life and I am now going to complain about the number of traffic lights on the roads of Ontario. Why do you need so many, the occasional roundabout would save on electricity if nothing else? Stop start every half kilometre only leads to aggressive driving or sloppy driving, take your pick. Anyway the Griso purred along, nothing seemed to phase it which is good as I do get frustrated at times. What did I find in Whitby? Not a lot is the answer. Thank heavens for GP bikes and a few other bike specialist shops nearby for me to spend my non-existent cash. The return journey was more exciting as I came back on the 401 to the Don Valley Parkway (DVP). I learned that the expressway and the collectors are interchangeable at certain points along the road as cars, trucks and all manner of vehicles criss-crossed in front of me, heading for their exits or moving onto the express lanes. Yes, I did know that this is a province wide sport and what I am learning is that anyone can be part of the action, driving any type of vehicle. I can only guess at the joy a driver of a large vehicle - is Big Rig the correct term? Anyway, to watch them take no prisoners while moving from one lane to another is an education. The knock on effect is to make people in smaller vehicles move around erratically and because these drivers are in air conditioned boxes with the
this ride so much that I decided to return to Whitby going by the DVP and 401 but this time returning by highway 4, which is Steels Avenue, to the 404 and South. Steels Avenue or Highway 4 is also a disappointment because of traffic lights. It’s no wonder drivers go mad when they join an expressway, they have been held up for so long at traffic lights
that they have to drive fast to make up for all the lost time spent waiting for the lights to change. I managed to ride into late December, not far, just finding my way around the city, it is a big place. One day a small disaster happened on Bathurst Street just before the 401 at Wilson Heights. Coming up to a set of traffic lights and changing down from 2nd to 1st gear my foot felt nothing, the gear lever had disappeared! Thankfully as there were no other vehicles at the lights I managed to slip the clutch with the Griso still in 2nd and move it to a cross street where I parked up to inspect the damage. The gear lever was still there, hanging by the linkage, but the bolt holding it to the footrest plate had come loose and was fortunately waiting for me at the lights minus a few washers. This is why all Moto Guzzi riders carry a comprehensive tool kit with them. Like old British bikes, BSA, Triumph, Matchless, AJS and Royal Enfield to name but a few, there is always the chance that a Moto Guzzi might have a minor emergency this could happen anywhere and a roadside repair can be completed satisfactorily with the aforementioned tool kit. So after an hour spent removing the exhaust, sorry muffler, and footrest plate and fiddling about fixing it all back together it was with some smug satisfaction that I rode home. The only down side was that I had to order some nuts and bolts. Not a problem, but I need Metric, the North American world appears to run on Imperial sizes! Perhaps I should ring 311?
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March 2019, The Motorcycle Times – 22
whatshappening April 6-7, 2019 International Spring Show At the Toronto International Centre 6900 Airport Road Toronto. Saturday, April 6th, 9am-9pm, Sunday, April 7th, 10am-5pm FREE PARKING! Four huge halls of the International Centre are filled with all things ‘Motorcycle.’ Larger displays of 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 is easy with the huge selection. Entertainment Stages for your listening pleasure. Show goers can 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! Used bike for those who are looking to upgrade or shopping for their first bike. Interested in becoming a new rider? The Springshow offers attendees information on Rider Training programs, licensing and insurance. Wondering about the best bike for you and proper riding gear? Vendors will be offering great advice on getting started. Great Food Choices, Free Parking. Your entrance to the show includes a copy of Spring Motorcycle Magazine and Free Parking! There will be special VIP Motorcycle Parking at the front entrance of the International Centre. www. motorcyclespringshow.com May 2019 Telus Ride for Dad - EVERYWHERE Ride Day Registration 7am – 8:30am, Kickstands Up 9am
sharp at Valley Park Community Centre, 970 Paramount Drive, Stoney Creek. Please join us for our ride which includes a poker run, lunch, door prizes, and much more; all while helping raise money to fight Prostate Cancer. Visit www.ridefordad.ca for a ride near you.
ride for one hour return to Belleville Market Square for Wild Hawg Catering BBQ & Live Music, Silent Auciton and 50/50. In support of Gleaners Food Bank. Contact rideforhunger. ca Debbie Hyland and Susanne Quinlan. Sign up on line www.rideforhunger.ca, www.gleanersfoodbank.ca
scenic route, 2019 ride t-shirt and sponsorship bag, and much more. From the breakfast kick-off through the scenic escorted route, this unique outing is becoming one of the most anticipated events in support of SickKids. Contact info@rideforsickkids.com, www.rideforsickkids.com
May 11, 2019 The 15th Annual Motorcycle Ride Registration begins at 9am, Ride begins at 11am, Lunch begins at 12:30pm, at the Brantford & District Civic Centre - 79 Market St S, Brantford, ON. $35 per rider, $15 per passenger – this includes a light breakfast and lunch, Riders who raise $250 or more in pledges ride and eat for free (including one passenger). This is a no touchdown, police escorted ride through the Brantford, Brant and HaldimandNorfolk areas. This year’s route is brand new, and riders will be able to see some very beautiful views. When the riders return, they will be greeted with an elated crowd of children, families and friends of Lansdowne, just before they get a delicious lunch. The ride is in support of Lansdowne Children’s Centre. Contact Angee 519-753-3153 X221 or aturnbull@lansdownecc.com, www.lansdownemotorcycleride.com
July 6, 2019 Ride 4 Our Cancer Kids Niagara ROCKRIDE Come ride with us as we reach our Half-a-Million-$ milestone in memory of 3yr old Samantha Thomas. Grand Prize – 1 week luxury cottage rental ( 1 ballot for every $50 raised) $250 Gas card for Top Yahtzee Hand, Midpoint bbq, Rider shirts to first 100, Club Cup, Thousands of $ in prizes, TOP TEN Fundraiser prizes. Start point Clare’s H-D -590 York Rd Niagara on the Lake. Registration 9-10:30 am. Min. $50 in pledges/bike. 100% of proceeds to Childhood Cancer Canada. Details at www.rockride.com. Ride the scenic Niagara R.O.C.K. CUZ KIDS SHOULDN’T NEED CHEMO!!!
September 8, 2019 Guide Dog Ride 9:00am-10:00am Registration and Departure. Canadian Guide Dogs for the Blind, 4120 Rideau Valley Drive North, Manotick (Ottawa). $30.per rider. In Support of: Canadian Guide Dogs for the Blind. 180 kms. Ride through Eastern Ontario, followed by a BBQ, prizes, and a chance to meet some guide dogs in training. Contact Steven events@guidedogs.ca, 613-692-7777, www.guidedogs.ca
June 9, 2019 Ride for Hunger 11am–4pm, Kick stands up at 11:30am at Belleville Market Square Front Street Belleville. $25 per rider, $40 for Couple. Ride will be announced, Riders leave at 11:30 Sharp and
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August 11, 2019 Ride For SickKids Registration 8am, Kickstands up 11am at 191 Wyecroft Rd., Oakville, Policaro Harley Davidson. Pre-Registration: $50/rider, $30/passenger. Day of Ride: $60/rider, $35/passenger. In Support of Sickkids Hospital. Join us for the 11th Annual Ride for SickKids! This event grafts the growing and mainstream popularity of motorcycle riding supporting a great cause and will feature a light breakfast and lunch from Monastery bakery and Shoeless Joe’s, a police escorted
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Sept 14, 2019 Ride 4 Our Cancer Kids Sarnia ROCKRIDE The R.O.C.K. returns to Sarnia in 2019! New start pointOzweld’s Diner on Plank Rd. Grand Prize - a Niagara Falls Getaway package (1 ballot for every $50 in pledges). Registration 9am-10:30. Prizes for Top Ten Fundraisers and best Yahtzee Hand. Midpoint bbq, rider shirts to first 50. Min. $50 in pledges/bike. 100% of proceeds to Childhood Cancer Canada Details at www.rockride.com. Come ride with us as we celebrate our“Half-a-Million-$-Raised”milestone, CUZ KIDS SHOULDN’T NEED CHEMO!!!
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23 – The Motorcycle Times, March 2019
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Ready Kawasaki 430 Hensall Circle, Mississauga 905-896-1600 or 1-855-896-0430 www.readykawasaki.com
Cycle One 127 Ingersoll Road, Woodstock 519-421-3333 www.cycleone.ca
Sturgess Cycle 615 King Street West, Hamilton 905-522-0503 or 888-421-3333 www.sturgessonline.com
BELLEVILLE SPORT & LAWN 128 Church St. S. Belleville 613-968-4559 or 877-968-4559 www.bellevillesportandlawn.com
FasT Track Performance 3418 Catherine Street. Dorchester 519-268-8429 www.fasttrackperformance.ca
GRAND RIVER POWERSPORTS 1264 Colborne St. E. Brantford 519-759-8140 www.grandriverpowersports.ca
3260 Highway 7, Pickering 905-620-1171 www.motorsportspickering.com
March 2019, The Motorcycle Times – 24
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