Canadian Motorcycle Rider - Featured Articles

Test Ride: 2011 Zero S (electric)

2012-01-12T11:32:00.000-08:00

When a local dealership (Freedom Cycle) decided to become the exclusive Nova Scotia dealer for Zero electric motorcycles I was lucky enough to be offered a demo ride to see what I thought of it.  

Having been a follower of the Zero brand for a number of years and a guy who likes gadgets Zero motorcycles have appealed to me on many levels from the very first time I heard about them. My early feelings about electric bikes were that electric motorcycle technology needed a little time to advance before it became mainstream but that the technology makes a lot of sense. Frankly though - the early efforts seemed a little too expensive given the range, quality, and thrill factor.   Plus there was the risk that you'd buy this new technology and the next year some technology leap would occur and you'd be stuck with a serious case of buyer's remorse. Could 2012 be the tipping point for electric motorcycles?

There's no way I'd be willing to give up my internal combustion engine sport touring 800cc VFR could I? The thought wouldn't have crossed my mind - not until now at least. For 2012 Zero have made some huge improvements that will certainly attract plenty of NEW riders to the fold - the big question is; will it be enough to make some existing riders ditch their gasoline powered motorcycles and go electric?  

The Zero S that I rode was actually a 2011 model; the ride approximately 23 kilometers of city and highway with lots of elevation changes and corners. The bike was new and the battery still being broken in. "Make sure you only take the battery down to half." - No problem!   A limited distance test ride to be sure but long enough for some initial impressions.

It was a bright and sunny Friday in Halifax - but the weather was very cool. The gauge on my motorcycle was telling me it was ranging between 0 - 5° Celsius out. I wasn't sure how that might affect range but experience would be the the only way to judge that.   The first thing that strikes you when you sit on the Zero is that it "feels" like a motorcycle. You can't compare the Zero to an electric pass through seating scooter you see struggling to keep forward momentum at the slightest incline. No, this is altogether different - it's a serious machine. If you ride a motorcycle or have ridden a bicycle this is the position you're accustomed to. Seating is upright and the bars are wide, putting you in what I'd consider a very "open" body position. If it's windy out and you don't have an optional windscreen it's getting you in the chest. Personal preference would dictate whether you'll enjoy that or not. I thought it was great.  

I got the feeling I was sitting on top of the motorcycle more than "in it" and that's a sensation enhanced by the flat motocross like seat. There's no indentation in the seat so you and have nothing to feel how far back you are when you push back from seat. There's also no gas tank hump because it's all electric of course!

Another thing you can't help but notice is the silence. Complete and total silence! When it's running and you're stationary the Zero makes no noise whatsoever. The only indication you have that it's on and ready to roll is a big green light on the dash. No rumbling vibration, no blipping the throttle in neutral to hear the raucous exhaust note. Nothing! That will take some getting used to but it's nice too. Electric bikes are fun too - they're just different.

Top speed that I attained was 71 MPH (110 km/h) uphill and a little faster downhill. It's claimed the 2012 model is a bit faster and can reach a top speed of 88 mph (140 km/h) or 75 mph (120 km/h) sustained speed.   The Zero feels lightweight and nimble - definitely a fine tool for an urban environment. I almost felt like I was riding a bicycle, albeit a very speedy one that I didn't have to pedal. I had to consciously remind myself on several occasions that shouldn't act like I might on a bicycle.

The fact that the 2011 model has no clutch and no engine braking is a bit of a different feeling but one you quickly adjust to. You need to use the brakes a little more than you might on an internal combustion engine machine because of the lack of engine braking. In 2012 the bikes will include regenerative braking which will help deliver a little power back to the battery and provide a bit of engine braking feel.

2012 has brought forth significant enhancements that may very well prove to be a tipping point in the popularity of electric motorcycles. The improvements are so significant that Freedom Cycles ordered a single 2011 model to be used as a demo and will begin stocking the dealership with 2012's.

The S and DS models have a new brushless PMAC (permanent magnet alternating current) motor which replaces the brushed motors of previous years. The battery packs have dramatically increased capacity - moving from a 4.2 kWh cell pack to the standard 6 kWh or optional 9 kWh. New controllers more effectively manage the engine and regenerative braking has increased range to a very respectable 114 miles (183 km's). Performance is significantly better too; max torque is WAY up and that translates to quicker acceleration and more entertaining riding - and more of it per charge.   

There's a quick charge optional feature too for the S and DS. For the Zero S and Zero DS, the first "2x" quick-charge accessory adds a charger that plugs into its second charge circuit (the onboard charger is plugged into the first). It's a $595 option but takes the charge time for the 6 kWh and 9kWh models from 6 and 9 hours to 3 and 4.9 hours respectively.

So getting back to my question - Could 2012 be the tipping point for electric motorcycles? I think it may be. There's definitely some exciting things happening in the electric motorcycle world and 2012 could very well be the year that people really start to see electric bikes become more accepted and mainstream.

KEY FACTS

S ZF6 (6 kWh battery)

MSRP $11,495
City range: 122 km
highway range: 69 km
Charge time: 6 hours
Weight: 297 lbs

S ZF9 (9 kWh battery)

MSRP $13,995
City range: 183 km
highway range: 101 km
Charge time: 9 hoursWeight: 341 lbs

PROS:  

- No gas to buy - ever! 
- No chain to oil
- Limited maintenance required 
- Sufficient range for commuters and casual riders 
- Incredible equivalent fuel economy:   -- 2012 model is rated for 487 MPGe (0.48 liters/100km) city and 273 MPGe (0.86 liters/100km) highway. Cost to charge the battery is less than a dollar.
- Should be classed as a 200 cc motorcycle for insurance purposes (cheap!)

CONS:

- Upfront investment
- Range
- Dealer coverage and options for servicing

MSRP
Starts at $11,495 CAD for the S ZF6
+ $2,500 for the S ZF9

OPTIONS:
+ $595 Quick Charge device
+ $347.37 Side Bags
+ $99.99 Windscreen

Additional Links:

Zero Motorcycles
Freedom Cycles (Halifax, NS)

ZeroS photo slidshow (Note to mobile users - sorry if you can't see these. Picasa uses flash):

Preview and Slideshow: BMWC600 Sport and C650GT Maxi-Scooter

2011-12-16T17:33:00.000-08:00

BMW Motorrad is pleased to introduce two premium vehicles in the maxi scooter segment. The BMW C600Sport and the BMW C650GT combine the outstanding riding characteristics of a motorcycle with the agility, weather protection and comfort of a scooter, creating a whole new dynamic riding experience.

The two BMW maxi scooters appeal to a wide target group: the C600Sport for riders with sporting preferences, and the C650GT for customers who place great emphasis on comfort and touring capability. Both BMW maxi scooters incorporate the unique, modern and dynamic design language of BMW Motorrad, setting a new benchmark in the scooter segment.

Powerful 2-cylinder inline engine with CVT.

The 2-cylinder water-cooled inline DOHC four-valve engine of the C600Sport and C650GT is an all-new development by BMW Motorrad with a displacement of 647 cc. Both models are equipped with electronic fuel injection and have a class-leading output of 60 hp at 7500 rpm, with maximum torque of 48.7 ft-lb at 6000 rpm.

With its cylinder bank inclined forward 70°, the compact engine contributes to a low center of gravity, while its 90° crank pin offset, 270° ignition spacing, and two balancer shafts minimize vibration. Lubrication is via a double oil pump dry sump and the stainless steel exhaust system incorporates a closed loop catalytic converter and oxygen sensor.

Power is transferred via a directly integrated CVT transmission with an automatic centrifugal clutch and a maintenance-free secondary chain drive running in an oil bath.

Responsive suspension and exceptional riding stability.

One objective in the development of the C600Sport and C650GT was to combine directional stability at highway speeds with agile handling in city traffic and vivid feedback to the rider – just like a motorcycle.

The design of the C600Sport and C650GT suspension features a torsionally rigid hybrid interconnection of a tubular steel bridge frame and a diecast aluminum unit at the swingarm bearing with the engine functioning as a load-bearing member.

At the front, an upside down fork presents a generous fixed fork diameter of 40 mm. The rear employs a reclining spring strut on the left side. Spring travels are an identical 115 mm.

Both the C600Sport and C650GT roll on a 3.5 x 15“ five spoke diecast light alloy wheel fitted with a 120/70-15 tire. The 4.5 x 15“ rear wheel is fitted with a 160/60-15 tire.

Powerful braking system with standard ABS.

The new C600Sport and C650GT are fitted with duel 270mm disc brakes with double-piston floating calipers at the front and a single 270mm disc with double-piston caliper at the rear. BMW Motorrad dual-channel ABS is standard equipment on both models.

A separate rear caliper parking brake is automatically engaged on deployment of the side stand, ensuring stability when stationary.

Multifunctional instrument cluster.

The instrument cluster of the C600Sport and C650GT presents a large, easily readable LCD display with integrated tachometer and analogue speedometer. In addition to the standard complement of fuel level guage, clock, and grip-heater level indicator, an on-board computer, standard on both models, also includes functions for monitoring exterior temperature, fuel consumption, oil level, average speed, date, and (optional) tire pressure control.

Unique Character for each model.

Distinguishing elements of the C600 Sport and C650GT are:

Ergonomics

- The C600Sport employs a more dynamic seat position with flatter handlebars, sporty seat design for both one and two persons, and sporty footrests for the passenger; seat height 810 mm.

- The C650GT seat position emphasizes comfort with higher handlebars, more comfortable and larger seat with adjustable backrest for the rider, and foot boards for the passenger as well; seat height 780 mm.

Windscreen

- C600Sport - manually adjustable to three positions.

- C650GT – electrically adjustable over 10 cm for even greater comfort and protection from wind and weather.

Body and design

- C600Sport – sporty and spartan panels. The lean rear flanks with dynamic upswing and emphatic body edges emphasize lightness and dynamics.

- C650GT - generously sized panel parts for outstanding comfort and protection against wind and weather.

Headlights, turn indicators, rear light

- C600Sport - front turn indicators integrated in the panelling, twin circular headlights with two side lights on the left and right, LED rear light cluster with single turn indicators

- C650GT - front turn indicators integrated in the mirrors, twin circular headlights with side lights between them presenting a vertical light strip of three elements, LED rear light cluster with integrated turn indicators.

Stowage space

- C600Sport - with world premiere FlexCase/variable stowage space concept in the tail under the seat. Despite its sporty, spartan tail section, two helmets can be easily stowed in the parked vehicle.

- C650GT - large stowage space of about 60 litres in the rear, also accomodating two helmets.

The luggage compartments share LED lighting and can also be equipped with an auxilliary power socket (accessory).

Colours

C600Sport

- Cosmic blue metallic matt

- Titan silver metallic

- Sapphire black metallic

C650GT

- Sapphire black metallic

- Platinum bronze metallic

- Vermilion red metallic

Factory Options: Both the C600Sport and C650GT will be available with the following factory options:

1. BMW Anti-theft Alarm
2.Highline Package, including:
- Heated Grips
- Heated Seat
- Tire Pressure Monitor

Accessories: A full range of accessories will also be available from market launch, including:

- Large Volume waterproof Top Case (35L) in all body colours
- Central Tunnel Bag (12L)
- BMW Motorrad Navigator IV navigation system w/integrated mount
- BMW Motorrad Communication System
- USB charging unit
- Drop-protection pads
- Scooter lock
- Akrapovic Sports Silencer
- Chrome features (passenger footrests and footplate inserts
- Additional power socket for luggage compartment

Pricing for the new BMW Maxi-Scooters will be announced in spring of 2012. The C600Sport and C650GT will reach BMW Motorrad dealers in fall of 2012 as 2013 models.

Technical Specifications C600 Sport

Engine Type: 2-cylinder, 4-stroke, 8 valve, liquid cooled
Displacement: 647 cc
Output: 60hp at 7500 rpm
Transmission: CVT
Seat Height: 810 mm
Dry Weight: 237 kg (522 lbs)
Fuel Tank Capacity: 16 l
Consumption (l/100km at 120km/h): 4.8 l
Warranty Coverage: 36 months, unlimited kilometres
Roadside Assistance: 36 months

Technical Specifications C600 GT

Engine Type: 2-cylinder, 4-stroke, 8 valve, liquid cooled
Displacement: 647 cc
Output: 60hp at 7500 rpm
Transmission: CVT
Seat Height: 795 mm
Dry Weight: 249 kg (549 lbs)
Fuel Tank Capacity: 16 l
Consumption (l/100km at 120km/h): 4.8 l
Warranty Coverage: 36 months, unlimited kilometres
Roadside Assistance: 36 months

Product Review: WheelJockey

2011-09-10T18:19:00.000-07:00

The WheelJockey is a product created by Bill Kniegge of BlueStrada Tours. Blue Strada Tours is a motorcycle touring company based out of North Carolina and they use a fleet of Suzuki VStrom's. One thing about the VStrom though; they don't come standard with a center stand. So - Bill had a bunch of bikes that needed regular chain maintenance and thus the WheelJockey was born!

We've had this product on the shelf waiting to be reviewed for a while but it was handed off to the owner of a Suzuki SV650 which seemed rather fitting! This review was written after the authors first use of the WheelJockey. The instructions do indicate that it'll take a little practice to get good at figuring out the proper amount of force to use to get your bike up onto the WheelJockey.

It ships in a tiny little box and appears to be very sturdy and well made. It's so small that you can probably keep it under your seat so that you'll have it wherever you might need it.

Article written by: Jeff L

While following the included instructions, the WheelJockey was used to assist in cleaning the bike chain. The WheelJockey was placed in front of the rear tire as instructed. The bike was stood straight up and rolled forward. It took several attempts at pushing the bike onto the WheelJockey to determine how much force was required to get the rear tire exactly where it needed to be on the device given that the WheelJockey is almost 1.5” high.

Once the bike was up on the WheelJockey, the main function of the device was put into use. The instructions say to rotate the wheel using the spokes and not to push or pull on the tire itself. However, this rule is somewhat difficult to adhere to when the spokes are not in the best position to grab and rotate. It made sense that the reason behind not pushing or pulling the wheel was because the bike may come off the WheelJockey.

It was discovered that if you are careful, and use two hands positioned opposite each other on the wheel (ie: like you are at “9” and “3” on a steering wheel), you can effectively and safely rotate the wheel without putting excessive lateral forces on the whole bike enough to make it come off the WheelJockey.

The chain was cleaned and waxed while on the WheelJockey which proved to be a good tool to get this kind of maintenance work done. Once completed, the bike was stood up and walked forward off the WheelJockey.

An additional note regarding the use of the WheelJockey is that whether you use the wheel spokes to rotate the wheel, or the method described above, the bike itself can eventually roll off the side of the WheelJockey. The cause for this is due to the bike itself being on a side stand. The angle at which the bike tire is positioned on the WheelJockey leaves it almost as an inevitable problem once the tire has been rotated enough times to “spin-off” the side of the WheelJockey. Although paying careful attention can prevent this problem, if care is not taken, the bike can come off of the WheelJockey and potentially tip over.

Overall, the WheelJockey was found to be a very good assistant for bike maintenance with a side-standing bike when an actual rear bike stand is unavailable.

MORE INFORMATION:

- Retail price: $59.00 USD
- For more information on WheelJockey or to order one for yourself check out their website at http://wheeljockey.com/

Thanks go out to Bill at WheelJockey for providing a sample.

EDIT - PRO TIP:

We got a tip from the Wheel Jockey creator -To keep the wheel/tire centered on the rollers and from creeping to the right side, a small amount of pressure to the left while turning the wheel will keep it centered. The key being... 'while turning the wheel...'.

Gear Review: TekVest OffRoad Max

2011-07-26T16:52:00.000-07:00

TekVest Review
Republished with permission by author Rob P.
* (Leatt brace attached in pics).

Riding a bike offroad in Newfoundland has it's rewards in scenery and unlimited riding areas...it's beautiful and dangerous. Newfoundland is affectionately known to many as "The Rock" and for good reason. We have lot's of rocks (the oldest in the world in fact ) We have little rocks and bigs rocks, dry rocks and wet slippery rocks...they all hurt when going down. I hate riding on rocks, and I'm very much afraid of them.

After having suffered some very serious injuries in the recent past, safety is of the upmost importance to me and my family. I need protective riding gear, and I need good stuff.

I researched every piece of riding armour I could find. Everything from the Batman suit to plain roost guards to compression suits to hockey equipment and everything in between. My search for riding gear ended at the Tekvest ( Offroad Max model with optional arm pads ). There is no other product that I have found that offers the level of protection and comfort that the Tekvests offer.

I have tried on various compression suits and instantly disliked the tight constricting type of feel. I hear that you forget about comfort or lack of with the compression suits when riding but I hated them when simply trying them on. That said it was not comfort that drew me to the Tekvest, it was the protection. The type of plastic used (UMHW) is unbelievable stuff, a 1 inch slab of it will stop a .45 bullet @ 25 feet (the vest is not 1 inch thick so do not test this!). To me that means it's rock proof. The Tekvest also floats! The vest does not offer enough floatation to be classified as a certified floatation device, but it will keep you afloat for those deep crossings.

The Tekvest completely wraps your torso and the level of protection is clearly evident. As for sizing, it's very adjustable and can be worn inside the Jacket or over. Lately with the warmer weather I wear a dri-fit type t-shirt under the vest, and it's super cool and comfortable. For the cold days I have worn a couple different jackets under the vest and it's awesome and warm. Under the jacket wearing is a bit too warm for this time of year (late July).

The Offroad Max has A LOT of vents so air passes though when it's exposed. The thing is built tough as nails so, wearing it on the outside exposed to the elements is not a concern (hose it off baby). I had mine made in black for easier cleaning.

As for fit, mine is a large (I'm 6' and weigh 210-215 on average). Certain models of Tekvest fit differently and one should talk to Tekrider and give body type to ensure best fit. The Offroad Max is a big fit. Some of the winter versions are smaller fits. The proper fit is for the vest to float on one's body - not too tight. Mine literaly floats and the comfort level cannot be described. There seems to be very little contact points on the body, but at the same time you're completely covered.

Awesome!

The Vest accommodates a Leatt brace absolutely perfectly with no need of straps on the brace (I've been told that the Offroad Max will accommodate all the current models of neck braces). Not all Tekvest models are neck brace compatible though.

The Tekvest does not provide elbow protection, so I have been using my hockey elbow pads (they are awesome, and I know they will protect my elbows if I want to elbow someone in the face)

All in all I am delighted in my Offroad Max Tekvest and feel a lot more secure when riding with it. In fact I will never ride without it. Karen @ Tekrider.com was awesome to deal with and answered all my questions. She accommodated my request for color and gave me a great price (sent me an invoice via e-mail, and a day or so later Purolator delivered my Vest right to my door). She also extended any RTR member 20% off the products. They have made deals like this with other riding groups before.

If Tekvest ever extends their product line to other pieces of riding gear. I'll be the first in line to get them!

Additional Comments:

Question: Do you figure this type of suit is no worse than the old-school vented flack-jacket style MX gear, when it comes to being too warm?

Answer:

Not sure how the two would compare with regards to warmth. But one of the reasons I chose the Offroad Max model was for the extreme amount of venting.

You can make out the vent holes in the pics. They're through the mesh (there are a lot of them, even in the arm panels). They allow a lot of airflow let me tell you (you can actually feel the wind blowing through it ). I have been cold while wearing the vest but only when wearing it above a shirt (long sleeve and short) in cool weather.

I have also practically cooked in it while wearing the vest inside my Tourmaster Jacket on very warm day (the vest was then sealed up so to speak ). I believe it's very versatile in its ability to keep you cool or keep you warm. I guess it all depends on layering or lack of it. Most MX protectors/pressure suits have a big slab on the front with little or no venting.

Another great feature of the Tekvest is that it's lined inside with Coolmax so it wicks moisture away. Not all the Tekvest models offer the same amount of venting. Especially the winter models which feature mostly solid panels.

Book Review: The University Of Gravel Roads

2011-05-31T17:56:00.000-07:00

The University Of Gravel Roads
Global Lessons Learned From A Four-Year Motorcycle Adventure
Written by: Rene Cormier
Review by: CMR Staff

Before reading Rene's book I had a chance to listen to a presentation he gave to motorcycle journalists at the 2011 Motorcycle show in Moncton, NB and afterwards to speak with him personally. He seemed like a regular guy who was really passionate about living life to the fullest - whatever the adventure may be. The topic of his (first) book just happened to be an epic motorcycle adventure that spanned 41 countries, 154,000 kilometers, and nearly five years of travel.

I can't think of a more interesting guy to have a few beers with and chat about travel with and all he's seen. I'm sure it's a dream in many a motorcyclists' head that they'd like to leave their responsibilities behind for a while, pack up, and travel wherever you felt like with no particular schedule or place you must be. Not all of us have the guts to do it, OR the responsibilities in our lives become our priorities and we continue to dream and live vicariously through stories like Rene's.

It's a dream that most motorcyclist's won't fulfill but Rene's book might be just the fuel you need to make you choose a different path for yourself, or perhaps - a detour on your path. Rene is infectiously excited about travel and adventure and talking to him gives me a similar feeling that I get from reading his book - if you choose to do it - you can. Don't let planning every detail in minutiae get in the way of DOING.

Rene's trip began in February of 2003 and he came 'home' in October of 2008. You can't really plan every detail of a trip of that magnitude. You just plan many, many small trips and take whatever comes.

Rene (33) calls Edmonton, Canada home but currently divides his time between there and doing guided motorcycle tours in Africa. University of Gravel Roads is Rene's first book but he's got a bit of a talent for it. The University of Gravel Roads is certainly an easy and very enjoyable read. Every page of this book is interesting! Yes, EVERY page. Really.

I thoroughly enjoyed this book. It's filled with interesting details of the cultures and information about the journey Rene took. Not only is it well written but it's vividly illustrated with tons of photo's - amazing photos at that. Surely they're just a small sample of what he saw and encountered over those almost 5 years of travel. How fitting the title of the book then - The University of Gravel Roads.

How did Rene come to take this trip? Was he going through a mid-life crisis and seeking meaning in his life? Was he wealthy - and therefore have the cash to fund a major trip, meals, hotels etc? Was he an expert mechanic - and have the confidence he'd be able to fix all the mechanical problems he'd experience?

Rene was 33 when he embarked on the journey, so not quite at the midlife crisis stage. He worked for bicycle suspension maker RockShox and had worked his way up to a decently paying position but by no means independently wealthy. By his account it was a pretty great job that saw him riding bicycles and drinking beer and chatting with journalists from around the world a lot of the time. Hardly sounds like he felt an urgent desire to get out of the high stress corporate world. A string of events and a decision that the timing was right for a big adventure and seeds planted by a few other adventurers were all that was needed to get Rene to begin working out a basic plan. And no - he isn't an expert mechanic. In fact I asked him about his mechanical skills and he described them as being quite basic. What he did have was lots of time. Time and necessity are wonderful enablers.

I'm not the only person who thinks this is a pretty good book - it won an Independent Publisher Book Award, recognizing excellence in independent publishing. In 2011 the book won a DaVinci Eye Award for Cover Art. As of this writing this review it had to go through a second round of printing too.

Some standout positive features of the book for me;

- The writing is easy to read, descriptive, interesting, and doesn't preach about politics or religion - there's no ethnocentrism here.
- Pictures; there's lots of them. They say a picture is worth a thousand words and it's really true. You couldn't describe the things he photographed and do them complete justice. They really add to the narrative.
- The maintenance schedule table (though it looks like a slight mistake might have been made around the 21,000-23,000 km mark) is quite interesting.
- The tools list was informative too.

University of Gravel Roads is available online via Rene's website. Who knows what's next for Rene and when I spoke with him he didn't really even know. The guided tours in Africa were going well but he said if it ended tomorrow he would be grateful for the experience and find something else to do.

Support CMR by purchasing the book here AND saving yourself some money in the process! Hope you enjoy it as much as I did!

Your chance to own a Dakar spec KTM 525

2011-03-06T18:21:00.000-08:00

Mike Buehler, a regular contributor to CanadianMotorcycleRider has a dream bike to sell you. It's a very special bike - a 2007 525 Rally built for '08 Dakar. Bike and spares package. The bike never made it to the Dakar; 2008 was the year that the Dakar was cancelled and the new Dakar rules making a 450cc bike the largest you can enter it never will. But you can bet that a Dakar prepped 525 is a hell of a bike - a dream bike with a wish list of parts and accessories that will blow your mind!

Why is it for sale then? Well, Mike is going to enter some events and has gotten some support from Honda and has a Honda mechanic. Not only that - the nearest KTM support is about 2,000 km's from him. So selling this bike, while disappointing, is a no-brainer for him. Your gain!

Here's the deal on the bike. It was built for Canadian rider - Todd Davidson and Mike Buehler ended up buying the bike from him in barely used condition. Mike tells us that he can arrange shipping to pretty much anywhere. Currently the fiberglass fairing has just been repainted and refreshed and it's pretty good, new fiberglass front section can be ordered if desired for a lowly $450. The spec sheet is the original one Todd provided.

Here's the details on the bike:

The below mentioned low mileage are 2 rally schools and just a couple of days riding local railbeds for an ICO/bike total of approximately 1700 miles. The cosmetic damage you see if from me tipping over in the desert multiple times (n00b), not high speed crashes.

If you wanted to put it back to stock all of the original parts are included in the package.

KTM 525 EXC with Mecasystem Rally Kit:

This bike was built for Todd Davidson to race in the 2008 Dakar Rally, but that race was cancelled. No expense was spared and it was built using years of experience racing these bikes in the Dakar. The bike is now in Newfoundland, Canada and has Canadian registration. The bike was never raced. Both Todd and Mike rode it at one of our (Rally Management Services) Rally Schools, and Mike has ridden it very little since. The bike is ready to race, and comes with a pile of spare parts.

Mike is asking $19,000 for the bike and a ton of spare parts (wheels, tires, sprockets, chain, air filters, lots more; basically everything to run a Dakar Rally. (Canadian dollars, presumably.) Please contact Mike directly if you are interested in this bike: mbuhler(at)mac.com

Dakar Rally KTM 525 build sheet

Parts and Services:

Joe Racer oil cooler $ 400.00

Rewind and re-solder Stator, BajaDesigns $ 125.00
BajaDesigns rectifier $ 62.00
EE handguards and deflectors $ 55.00
EE clutch cylinder protector $ 30.00
Foam grips $ 13.00
EE rear brake light switch $ 26.00
950 Front Fender $ 127.20
Rear dust lights, fuse box $ 35.00
Front wiring harness $ 40.00
Switches (2) $ 28.80
ICW oversize Radiators (using originals) $ 600.00
Ohlins/Scotts steering damper, weld-on tower $ 400.00
KTM cooling fan $ 91.00
Mirror $ 14.00
2 Acerbis fuel caps (better than Meca front caps) $ 40.00
Jets, needles, rejet to suit Meca pipe $ 100.00
Shop supplies, wire, connectors, etc. $ 50.00
MD Roadbook, electric, with switch and lights. $ 525.00
Extra footpegs for wide footpegs. $ 50.00
ICO Rally computers (2) $ 650.00
Renazco Racing seat $ 300.00
Horn $ 10.00
Horn switch (spare start switch) $ 19.00
Balise support $ 45.00
Cush Drive Rear wheel with disc $ 399.00

SPS Suspension service $ 900.00
Painting bodywork $ 250.00
Assembly/rally prep of bike $1,750.00
Weld wide footpegs $ 40.00
Welding, damper tower $ 45.00
Welding, side stand stop $ 30.00Welding, subframe tank mounts $ 69.00

Details of Mecasystem Parts:

- KR105 20 L 2-element front plastic tanks including supports and fiberglass trim - $ 1,475.00

- KR61 Front petrol flexible hose kit with fuel pump - $ 262.50
- KR66 Fairing top center (fiberglass, untreated, no Gel Coat) - $ 330.00
- KR67 Fairing right side (fiberglass, untreated, no Gel Coat) - $ 343.75
- KR68 Fairing left side (fiberglass, untreated, no Gel Coat) - $ 343.75
- KR50 Instrument support holder: Stainless steel frame clamp. Aluminium arc. Roller support T, (including threaded fasteners and spacers) - $ 435.00
- KR70 Fairing and lens support bar - $ 227.50
- KR71 Double headlamp lens (no bulb) - $ 170.00
- KR71A Bulbs for headlamp (pair) - $ 54.88
- KR92 Lexan headlamp guard - $ 43.75
- KR97 Aluminum roller - trip meter - double aerial support plate - $ 110.00
- KR99 - Aluminum roller - trip meter - course repeater - double aerial support plate - $ 91.00
- KR100 - Aluminum roller - double trip meter - double aerial support plate, Same as KR99
Choose one of 2 options.
- KR87 - Complete seat with suede cover $ 435.00
- KR86 - Skid plate with removable water container and removable toolbox - $ 748.90
- KR81 Méca'System low exhaust header - $ 624.10
- KR81B Low silencer adapter if rear tank (original silencer fits) - $ 91.29
- KR91 Solid aluminum handlebar bridge for raising the handleber and fitting an OHLINS (Scotts) steering damper under the handlebar - $ 186.75
- KR89 Solid aluminum Handlebar upper bridge for GPS fixing - $ 168.75
- KR93 Aluminum rear tool pannier support including canvas pannier (fitting with no welding) - $ 120.00
- KR62 5,5 L aluminum right rear tank - $ 728.75
- KR63 4,5 L aluminum left rear tank - $ 728.75
- KR64 Rear petrol flexible hose kit with quik-release connectors - $ 140.00
- DF02 External petrol tap - $ 165.00
- KR113 Front brake flexible hose kit - $ 125.00
- KR94A Front fender mounting kit (requires KTM 950 fender) - $ 97.18

Also: Bright 4" HID headlight from BajaDesigns.

Total Parts and Services: $16,064.35

2011 Atlantic Motorcycle And ATV show slideshow

2011-02-15T17:57:00.000-08:00

The 2011 Atlantic Motorcycle and ATV show looked like a successful one to my eyes. It was a little quiet on Friday but then most people are still at work after all. On Saturday the Moncton Coliseum was a busy place with tons of men, women, and children of all ages checking out all the latest motorcycles and getting some deals on motorcycle gear.

There was excellent manufacturer representation and a few surprises too. Royal Enfield Canada had a display and several bikes. MV Agusta Canada was there too. We had a chat with the guys at the MV booth. If you want an MV Agusta you'd better act fast. They're only bringing in around a hundred to Canada this year. You can buy one by going to their website and reserving one. A big deposit should help smooth things along as well. Their eventual plan is to work on establishing a dealer network but for now the bikes are being distributed by Motovan.

As usual Clinton Smout was there offering kids free 30 minute lessons. He runs Canadian Motorcycle Training Services (CMTS in Ontario and has introduced tens of thousands of people to motorcycling. A super nice guy who always seems to have a smile on his face I might add. Good on Yamaha for supporting him. This summer he's going to be adding some on-road training at Horseshoe Valley Resort. They can even deliver the licensing exam at the end of the training. Nice!

Another interesting person at the show was Rene Cormier - author of "The University of Gravel Roads" was there. He's an infectiously avid adventurer with a 5 year around the world (154,000 km'!) trip under his belt; he now offers motorcycle tours in Africa. We'll be reading his book and offering some insight on it soon. But having thumbed through it already... I'm pretty sure I'm going to love it. Check out his site and his book - HERE. After a short chat with him I'm ready to start saving my pennies for a trip to Africa.

Some other standouts in terms of motorcycles would be the Honda CBR 250R. I predict it'll be a big seller. Fit and finish is excellent and it looks more expensive than it is. 250cc is big enough that it's capable of handling any Canadian road or highway with ease. Having it built in Thailand and offering it as a global bike has allowed Honda to get the pricing right too. It undercuts the MSRP of the Kawasaki 250R by $500. The Kawasaki 250R is $4,999 while the CBR 250R is $4,499 without ABS or you get it with ABS for $4,999. Yup, ABS - for $500. Smart move by Honda to offer that on this class of motorcycle. If you're in the market for a 250 you could also look at the Suzuki TU250 - a classically styled single which is said to have a MSRP of $5,299. Might want to re-think that price point Suzuki. I don't see them flying out the door at that price.

The guys from Atlantic Motoplex had a big presence at the show with five brands under their banner they were busy. Of particular interest to me were some of the Triumphs - the new 800cc adventure model to be exact. They weren't sure it was going to arrive in time for the show. Well, it did; albeit without any brochures but it looks a lot like a BMW F800 GS. Except a little cheaper we're told and with more power than the beemer. Sounds like a winning combination to me.

Ducati had a Diavel Carbon there which is their new muscle cruiser for lack of a better category of description. I have to say, I'm a bit surprised that when I sat on it, it feels pretty good. The airbox is massive and creates a really imposing front end. There's some really cool touches such as retractable passenger pegs that when not in use tuck away out of sight. Given the power this bike has and the weight advantage it's got over other cruisers its size this should be an exciting bike.

And now - on to the pictures. We'll be adding more soon so do check back!

The Goat, the Bull, and the Muskox.

2011-01-06T16:59:00.000-08:00

"We received an email from Scott - one half of the "Goat and the Bull" and decided that we needed to post a story about these Canadian motorcycle adventurers with you!

The plan was to buy a BMW and do a trans-Canadian trip in the summer of 2011. Those plans changed when health concerns arose with Wanda; they moved the trip up to the summer of 2010.

They've got a message for you!

Get Out and Do It!

The Goat, the Bull, and the Muskox.

On July 1, 2010 we locked the door to the house, saddled up the Muskox and took off for Cape Spear. Everyone has a bucket list and a trip across Canada had been on ours for quite some time. One hundred and fourteen days, 22,855 kms and six time zones later we returned home to Gabriola Island, British Columbia. It had been a sweet blast for Wanda and myself that gave us a true insight into just how great and beautiful this country is.

We often hear folks discuss travel destinations to 'exotic' places abroad...and yet we, as Canadians, probably possess one of the greatest, most exotic travel destinations on the planet.

A good road trip requires 3 basic ingredients, roads that beg for more right wrist, scenery that pries your eyes from where they’re supposed to be and folks that relish swapping stories at the end of the day over a cold beer.

The roads we covered, and there were quite a few, equal anything anywhere, from winding black top through mountain and vineyard in the west all the way to ancient trails that connect fishing villages in the east. There is a road here for every taste, every level of experience and every notch of commitment from the weekend affair to the long distance relationship. One simply chooses the kind of riding they want then consult the map.

As for scenery, a thousand people snapping photos of Lake Louise can’t be wrong and if the throngs crowd in on you, there’s always a camp site at the edge of the world at Meat Cove on Cape Breton Island where you can watch the sun rise in a Zen like state. Somewhere in between are ethereal lakes in Ontario, UNESCO World Heritage sites such as Quebec City and Lunenburg or the peace offered by the wide open Prairies. This is truly a stunning country and there is a landscape for every appetite.

At the end of the day new friends can easily be made, we are Canadian after all. Whether it be in the longest running bar in Western Canada (according to the locals) such as the Woodbine Hotel in Winnipeg where patrons run for cover at the sight of a camera. “You don’t know who’s with who’s wife,” a man explained to me after I put the offending piece of equipment away, or a camp site in Bakers Narrows where the couple across the access trail offered us their axe, paper and kindling to get our fire going.

Canadians are indeed friendly by nature and though we may be mocked by others for that, we quite enjoyed the fact that we didn’t feel any apprehension in approaching others, or in turn being approached by them to share an amusing anecdote or find directions to the nearest Tim Hortons. That is a beautiful thing.

Throw in fascinating history, unpredictable weather, beautiful beaches, good food, cold beer and relatively tolerant police officers during our times of indiscretion and this is, in our humble opinion, the 'chosen land'!

On that note, Wanda and myself would love to invite you to our site, www.transcanadianmuskox.com to share in some of our stories, photos and videos from our trip this past summer.

Most of all, we encourage you to 'get out and do it'!

Scott and Wanda aka the Bull and Goat....and yes, our beemer is the Muskox!

P.S. Keep an eye out for the book, ‘Trans Canadian Muskox. A special journey with The Goat, The Bull and The Muskox’.

Here's a few of the fantastic photo's taken on the journey across Canada followed by a video clip!

And a few more photo's for you!

Honda CBR 250R pricing released

2010-12-01T10:48:00.000-08:00

We hear from a reliable source that Honda Canada has just released pricing on the new to Canada CBR 250R.

Expect to pay $4,499.00 for the non ABS model. The ABS model is $4,999.00 plus frt/pdi.

Units will be available sometime in the spring of 2011. The CBR250R comes with a newly-developed liquid-cooled, 250cc, 4-stroke, DOHC, 4-valve, single-cylinder engine and styling is reminiscent of the VFR1200.

Specifications:

Engine: 249cc, single cylinder, liquid-cooled, DOHC
Fuel System: PGM FI
Transmission:Six-speed
Final drive:Sealed chain
Wheelbase:1,370mm
Rake (Caster Angle):25.0°
Seat Height:780mm
Fuel Capacity: 13 litres
Brakes: Front: 296mm Disc
Rear: 220mm Disc
Tires:
Front: 110/70 – 17
Rear: 140/70 – 17
Curb weight: 161, 165kg(ABS)
Colour: Red/Silver, Black

Book Overview: Motorcycle Journeys Through the Pacific Northwest

2010-10-23T18:20:00.000-07:00

Book Overview: Motorcycle Journeys Through the Pacific Northwest
Details: Paperback, 5.5 x 8.5 inches, 320 pages, full color illus and maps, list price $27.95 USD
Published By: WhiteHorse Press

Not only does this newest edition of Motorcycle Journeys Through the Pacific Northwest showcase unforgettable rides in Oregon, Washington, and British Columbia, its author’s enthusiasm for still more motorcycle exploration will also entice visitors to return to this gorgeous region for multiple looks, and reacquaint lifetime locals with the beauty and uniqueness of their home territory. From twisting mountain roads with vast tall forests and stunning views of snow-capped volcanoes, to curving coastal roads winding past pristine sandy beaches and rugged rocky cliffs, the diversity of riding in the Pacific Northwest is breathtaking.You can discover ancient river-cut canyons, high purple desert, crystal-clear lakes, misty romantic islands, and friendly people lost to time and logging or fishing—all on the same day.

Written by veteran motojournalist Bruce Hansen, Motorcycle Journeys Through the Pacific Northwest details thirty-one trips through this motorcycle paradise with colorful commentary, useful relief maps, dazzling color photographs, and clear route directions. Each trip takes one to two days to complete and is guaranteed to lead riders to new places of interest on lost roads that are a delight to find. Here are the best-kept secrets and most famous rides of the Pacific Northwest, the very things that make motorcycle travel so special.Those riders familiar with the first edition will want to try the new rides in this edition, including road’s end on Vancouver Island, a Hells Canyon getaway, and an Auderheidi Hot Sprint ride.

As a local rider, Hansen recommends restaurants, diners, places to stay (including campgrounds), and interesting things to see and do from an insider’s perspective. His tips will save precious vacation time for visiting motorcyclists and locals alike. Helpful sidebars give you information on where to rent a motorcycle, how to get lower rates on accommodations, up-to-date regulations on crossing the U.S.- Canadian border, and tips for hot weather and desert riding. Trip 31, called Deuce-and-a-Half, shows how to cover the whole Pacific Northwest in 14 days and 2,500 miles. If you have just two weeks available and the determination to see it all, this book will help you make the best use of your time and money.

Canadian readers buy it here:

US readers buy it here:

Book Overview: Motorcycle Journeys Through Western Europe

2010-10-23T17:08:00.000-07:00

Book OverView: Motorcycle Journeys Through Western Europe
Details: Paperback, 5 ½ x 8 ½ inches, 384 pages, full color illus and maps, list price $29.95 USD.
Published by: WhiteHorse Press

Whitehorse Press has announced the publication of Motorcycle Journeys Through Western Europe, the latest in its popular “Motorcycle Journeys” series. A trip to Europe is high on every touring motorcyclist’s travel list because it offers great roads, beautiful scenery, and centuries of history. Some riders may have the false perception, which this book dispels, that travel in Europe would cost too much and take too much time to figure out exactly where to go. Veteran traveler and motoscribe Toby Ballentine shows in this new travel guide that Europe by motorcycle is both affordable and do-able, and provides riders with all the ingredients for a two-wheeled fantasy trip.

Whether you prefer banking your way past an endless display of medieval castles, cheering for the running of the bulls in Spain, or retracing the steps of the historic World War II Band of Brothers, you can discover the Europe that has existed for centuries. Each of the sixteen core rides is organized around a different theme and illustrated with stunning full-color photographs, detailed relief maps, and full route descriptions. Practical information on where to rent motorcycles, proper driving etiquette, customs, money, camping, inexpensive accommodations, and the great places to sample regional cuisine are also included. The last chapter, “The Grand Tour,” suggests ways to link many of the core rides for travelers with more time to spend and a yen to explore at a relatively leisurely pace.

From the chateaus on the Loire River in France and the Renaissance hilltop towns of Tuscany, to the pilgrimage towns on the northern coast of Spain, or the enchanting Black Forest of Germany, Europe offers countless delights, many of which are detailed in Ballentine’s book. It is also the perfect companion guide to John Hermann’s popular Motorcycle Journeys Through the Alps and Beyond, now in its fourth edition. While Hermann focuses on the great motorcycling roads in the alpine area, Ballentine explores more broadly in Western Europe, placing as much emphasis on the history and culture of the different countries as on the ride itself. Each author offers his own unique routes, personal views, and individual perspective on how best to plan a custom trip to the places of most interest to you on a budget you can afford.

Canadian readers - purchase it here:

US Readers - purchase it here:

Book Overviews

2010-10-23T16:47:00.000-07:00

Thought we'd try something a little new here. I like to read all the books that come our way but there's just some that slip through the cracks. They're still great books and very informative for their intended audience so we're going to start offering what we'll refer to as "Book Overviews."

In a "Book Overview" we'll pull together comments supplied by the publisher and try to make a few quick comments where possible. Book Reviews are books we've read.

As per usual, we'll still supply an Amazon link that you can use to get the best deal on a book AND support this website at the same time!

Book Review: The Ride So Far

2010-09-25T18:33:00.000-07:00

Book Review - The Ride So Far
Author: Lance Oliver
Published By: WhiteHorse Press
Hardcover, 5.25 x8", 224 pages, B&W illustrations

I finished up Lance Oliver's, The Ride So Far and I'd describe it as a nice 'light' reading motorcycle book that might just spark a desire to put the book down and pick up the keys to your motorcycle. This was not a tech manual or round the world story... just a guy talking about his motorcycle experiences and some of his thoughts on them. I managed to read it cover to cover over a long weekend. That's a lot faster than I read most motorcycle books so that in itself should tell you something about how I enjoyed it. It was a real pleasure to read.

I do enjoy technical motorcycle books and read my fair share of them but this felt a little less like work and a little more like something you want to do. I laughed several times throughout the book and found myself nodding in agreement on some of his beliefs about motorcycle safety.

Oliver's stories about some very embarrassing motorcycle experiences are particularly entertaining and make you feel a little bad for the guy! Who among us hasn't done some stupid things they wouldn't do differently? Oliver has some that are pretty hard to top!

Definitely a worthy book to consider if you're looking for some casual motorcycle themed reading!

Now on to the publisher comments about the book:

What is it about riding a motorcycle that has us all so hooked? Whitehorse Press is pleased to announce publication of a telling new book, The Ride So Far: Tales From a Motorcycling Life by popular motojournalist Lance Oliver, who has spent more time than most of us thinking about this question and writing with wit and insight about his own lifelong passion for two wheel tuning and travel.

Whether dodging wildlife on a laid-back ramble through West Virginia, describing the sensation of plunging down the famed Corkscrew turn at Mazda Raceway Laguna Seca, or plumbing the psychological depths of our slightly exaggerated emotional attachments to our motorcycles, these original stories go straight to the essence of what it is about riding that is so much more than another way to get from here to there. Any motorcyclist who has ridden down a highway will identify with these tales, which are by turns whimsical and serious, hilarious and heartfelt.

In Part I, Great Places and Memorable Rides, Oliver takes us along to destinations both famous and obscure, from California’s Pacific Coast Highway and the Mount Washington Auto Road in New Hampshire, to anonymous country lanes in Puerto Rico and Canada. Even if you’ve been to some of the places he writes about, you’ll see them from a new perspective, thanks to his eye for detail and his knack for describing not just the destination, but also the unexpected delights found along the way. Oliver also shares some unusual rides you may not have imagined, whether he’s inexpertly troubleshooting a 40-year-old Italian Motobi at roadside during the Motogiro USA vintage road rally, flogging a 125cc tiddler at full throttle in a non-stop charity run around Lake Erie, or test riding a Kawasaki Ninja ZX-10R on the surrealistically smooth asphalt of Losail International Circuit in Qatar.

Part II, Ruminations & Meditations, digs into the things we all talk about when the kickstands are down, such as the potent mix of memories that well up when we think back to our first motorcycles. You’ll find yourself chuckling along (and probably recalling some of your own foibles) as he ‘fesses up to some of his less stellar moments on two wheels (“Nothing focuses a young man’s mind like gasoline streaming toward his crotch, just inches from hot engine parts.”).

We have our own reasons for riding, but few accounts are more engaging than these well spun tales from a varied motorcycling life. The Ride So Far will have you nodding in agreement, “Yes, that’s just the way it feels.” It will inspire you to head for the garage and go forth to write your own riding adventures across the face of the earth.

Check out more books we've read HERE.

Canadian readers can get a big discount on this book and plenty of other great books here:

US based readers can pick up a discounted copy of the book here:

Book Review: How to Set Up Your Motorcycle Workshop

2010-09-04T11:30:00.000-07:00

Book Review - How to Set Up Your Motorcycle Workshop (Third Edition)
Author: C.G. Masi
Published By: WhiteHorse Press
Softbound, 8 1/4inches x 10 1/2 inches, 205 pages, color photos, and illustrations.

Summary Review:

Overall a good and useful book to help you organize the one part of the house you probably get to control the decorating of! Even if you're just setting up a little spot in the garage to do some repairs this book will come in handy - offering tips from the pros. Setting up a motorcycle workspace seems easy - until you do it wrong. Get it right - the first time! Order yourself a copy of this helpful guide.

Full Review:

Whether you're organizing a corner of the garage set up for routine maintenance or a dream motorcycle shop, How to Set Up Your Motorcycle Workshop, 3rd Edition will help you create a motorcycle workshop that makes the most of available space, and equip it with the tools necessary to get any job done.

Whether you plan only to keep your bike clean and in good repair or you want to become seriously involved with restoration, customization, or even professional repair, this book will show you how it’s done.

There are in-depth shop profiles that include: personal garage workspaces, professional shops, specially-built professional restorer’s shops, multi-purpose shops, and race shops. Each profile has a scaled layout of the shop with color photos, as well as thoughts and tips from the owner and designer of that shop.

Author C.G. Masi also explains the basic principles of planning and designing workshops, with practical advice on what equipment you’ll need. He offers helpful suggestions about which tools to keep with your bike, which tools you’ll need in emergency situations, electric power tools, computers in the workshop, and valuable advice on which tools to purchase, which tools you can fabricate, and best of all, how to use them properly. Amusing anecdotes recount real-life experiences, with examples of what to do and what not to do.

With more than 200 color photographs and detailed illustrations, How to Set Up Your Motorcycle Workshop is a must-have, money-saving reference you’ll return to time and again.

It is one of Whitehorse Press’s perennial bestselling titles.

US Readers can buy it here:

Book Review: One More Day Everywhere / Glen Heggstad

2010-08-15T18:49:00.000-07:00

Book Review - One More Day Everywhere
Author: Glen Heggstad
Published By: ECW Press, November of 2009 (A Canadian company by the way - based in Toronto, Canada.)

420 pages, with many color photographs.

Finished reading Glen Heggstad's, One More Day Everywhere a few weeks back and have just gotten the time to do a review. Having a two-month old around the house has really cut into free time!

Most motorcyclists might better recognize Glen by his nickname, Striking Viking and his posts on the popular adventure rider motorcycle forum (www.advrider.com) . One More Day Everywhere is his second book. The first of course was Two Wheels Through Terror - an edge of your seat account of his journey in South America and capture and torture by rebels. Read it!

One More Day Everywhere is his follow up work and takes place three years after the 2001 South American trip. Glen was searching for meaning and his adventurous spirit took him on the road on a motorcycle looking for it.

Starting in Japan, Glen worked his way through Siberia, Mongolia, Europe, the Middle East, South East Asia, and Africa, stopping in over 30 countries. Glen doesn't follow the easy route through these countries though. So if you're looking for an account of where to visit to see all the tourist sites and five-star hotels this book isn't what you're looking for.

Glen prefers to stay off the beaten path for the most part. In this adventure he battled extreme temperatures, knee-deep mud, bureaucratic roadblocks, health problems, and loneliness, but when the going got rough Glen always found that locals and fellow bikers were never too far away and willing to lend a helping hand to this stranger from California. Everybody seemingly knows at least one famous person from California - "Awwwnold Schwarzenegger."

Heggstad appears to have a positive outlook about most people and seems to try to find the positive in even the most negative or difficult situations. After reading this book there's no doubt that Glen encountered plenty of difficult situations. An experienced world traveler he tries to learn some of the language of the people he's visiting; which seems to go a long way in creating friendships and giving people the sense that he's an okay guy. That's never a bad thing when traveling in far away places.

Glen isn't shy about letting his views on the politics, religion, and culture of the areas he passes through known - at least in the book. You're going to know where he stands on a lot of things after reading this one.

Being a single man on this journey he also talks about some of the women he meets along the way. I wasn't really a big fan of his 1-10 ranking scale of many women he met - whether he had the possibility of some romance with them or not. It's not a big part of the book but it might bother some. I guess most people reading the book will be men and I know that some of the very popular posts he made on ADVRider were ones that he had posted of ladies he'd met during his trip so he was perhaps giving his audience what he thought they wanted.

One thing I didn't expect after reading the book is that all royalties from Glenn's projects are donated to international aid organizations. Impressive!

Having read a good many adventure motorcycling books I can say that this was an enjoyable and easy read. Glen's writing is clear and easy to follow (something that can't be said for all motorcycle adventurers turned authors). Glen is skilled at building suspense and offers vivid descriptions that help you feel like you're a part of the ride. You may not necessarily agree with all his politics but if you're interested in round the world adventure by motorcycle books this is surely one you should have on your bookshelf.

Canadian based readers - buy it here:

Atlantic Motorsport Park - 2010 Parts Canada Superbike!

2010-08-09T18:10:00.000-07:00

Atlantic Roadracing League was host to the Rounds 6 and 7 of the 2010 Parts Canada Superbike races this August 5-8, 2010. We were there last year and certainly didn't want to miss the action again this year. It seemed that the crowds were a little thinner than last year but that just made for a better spot on the concrete wall for me!

The weather was beautiful and sunny - warm - but not quite as warm as last year. That's a good thing - it was sweltering last year. This year I got to test out my new camera. Now the photo's should come with GPS coordinates built in to the photo EXIF data. Pretty cool.

Not nearly as cool as the racing though. If you haven't been out to a race - you really should go check it out. You will truly be amazed at the speed. They hit 190 KM/HR + at points on the track. It's a pretty impressive thing to see!

This was the first time I got to see the BMW S1000RR in action and it didn't disappoint; BMW took two of the top three spots on the podium. Amazing bikes!

We took plenty of shots of the motorcycles in the pits, and on the main stretch, not to mention some of the spectator's rides. Plenty of bikes to be seen.

Some people we'd like to draw special attention to at the race - Colin at www.MadFab.ca. He fabricates some really trick bike parts and tools right here in Nova Scotia. His presence could be seen all over the place at the races. Even on some racer bikes - like Todd Scott's. If you're looking for somebody to do some fabrication for you, or do crash repairs. Look no further. Colin knows his stuff!

I also took a few short video's that you can check out here:

Nice corner transition in this one -

Other stuff:

If you like these photo's and would like to publish or purchase higher resolution copies - let me know. If you want to check out the camera used to take these photo's - take a look at this link:

Panasonic Lumix DMC-ZS7 12.1 MP Digital Camera with 12x Optical Image Stabilized Zoom and 3.0-Inch LCD (Black)

Chasing Rally Dreams - Part II

2010-07-25T17:20:00.000-07:00

Words by: Mike Buehler

Photo's by: Mike Buehler

So now my bike was on Trevor’s truck and I’d yet to see it actually running, we figured the fuel pump was acting up from sitting for two years: I had confidence. Trevor was going ship it to a shop in San Marcos, California where Don Retundo would pick it up to take to Nevada. I was flying down to Las Vegas on April 13th to meet it for Rally School starting the next day in the desert. But first I had to go back to work for a few weeks. From there I was chatting with Ronnie Lindley of Power Performance Perfection in San Marcos to see how his once over of my bike was going? Turns out it was a gummed up carburetor that was the culprit so Ronnie took it out and cleaned it up as well as doing an oil change. He was nice enough to fire it up over the phone so I could hear it. Music to my ears! My only downside on that hitch was that the phone system wouldn’t let me connect to Klim headquarters, I’d been talking to them about getting a new Adventure suit for the training and for more adventures to come, but by the time Nate did get back to my emails they were all gone to dealers and the next production run isn’t scheduled until December. Damn! I’m hoping he’s working on an alternative for me, otherwise I’m going to need to rethink new riding duds.

Work was really nice and booked me home after two and a half weeks so I had a 3 day buffer for weather to make my flight; there are plenty of foggy days offshore that prevent the helicopters from flying. My flight was booked and my boss JB DelRizzo was joining me on this training course too so I really didn’t want to get stuck out in the middle of the North Atlantic. Lucky for me I got in on time and spent a whole three days at home before we flew to Vegas. Time enough to fit in one little training ride to get a feel for my new Leatt brace. In my little tipovers in the snow and bog I didn’t even notice it, but it does take getting used to riding on the street and doing shoulder checks.

Three days goes by very quickly when you’ve been away for a couple of weeks and you have a million things to do before you leave. I was charging batteries for my GPS and camera as well as trying to remember all of the other odds and ends I was going to need. Spare gloves? Check. Helmet? Check. Jacket? Check. Riding socks? Check. And on it went, good thing I’d had the presence of mind to write down what I’d sent ahead in the box so I didn’t double up or forget something else. Turns out I forgot my second set of batteries for the GPS and the charger anyway, oh well.

JB and I met at the airport and suddenly we were off; excitement and trepidation in equal measures. Yup, I was going rally riding on my own rally bike, equals excitement. But we were meeting a bunch of unknowns who probably ride a whole lot better than us not to mention Jonah Street was going to be there; he did finish 7th overall in the Dakar this year after all. We were scared of terrain unlike anything we’d ever ridden and of holding everyone else up, equals trepidation. We still traipsed along through the airports, helmets in hand as carryon.

Las Vegas, blight upon the wallets of millions and sucking out the water from lands many miles away. It can be a bit overwhelming and it’s scary to think what the long term consequences of their water debt are going to be. My third time there and I’ve yet to gamble as much as a dime, despite there being slot machines in every place to step into.

We grabbed our rental car and went to find our hotel, then we took the shuttle to the strip to find some food and a beer.

We arrived a day early and had plenty of time to do a little shopping. JB wanted some new gear and I wanted new goggles, we were both under orders to buy something nice for our girls too. In the morning our first stop was at the RAT office there to say hi. Now that it's been sold the new logo is in effect.

On our way across town to the KTM shop JB spotted a sign advertising Ducati, Triumph and Aprillia. I pulled a U-turn to see if they had any GoPro Hero HD cameras. When we went in were we in luck for cameras but they also had some serious machinery to look at. I’ve never seen a Bimota in person and they had 2! These bikes are ultra bling handmade machines.

Gus took us for a tour around the shop and out back where we saw some more fun stuff and met “Irish Mike” the hotshot mechanic who works on most of the real exotics, like this Tesi 2D.

Other rare and wonderful stuff like this little Vertemati, and the Desmosedici RR that he started up for us. That owner was in for about $50K worth of new bodywork from a tipover! But it really needs to be heard to be believed and to appreciate what a real GP bike is made of.

Now where was I? Oh yeah, JB had his Leatt brace and I had my goggles and video camera, it was time to commit some time to the girls in our lives. Not really knowing our way around and not really knowing what we were looking for we went for the one stop shopping at the Outlet Mall where we were mostly successful in our respective quests.

Finally it was time to head west to catch up with Don at the bivouac, but enroute he called to say he was running late. No problem, we’d just go past it to Pahrump for a beer to kill some time.

It didn’t look like much of anything as far as towns are concerned but we managed to find this little gem: welcome to the Silver Saloon. The beer was cold and it was happy hour which provided local draft pints for a dollar, yes I did say ONE dollar for a full pint! It’s been a long time since I’ve had a beer that cheap. Neither of us were tempted by the lottery machines set in the bar either. I didn’t ask the barmaid, who was originally from British Columbia, to see the photo album of vintage pics but I should have, it looked like it might have been interesting.

When we stepped out the sun was starting to set so we booked it back to find Cathedral Canyon Road to the bivouac, I only missed it once due to misread directions from my navigator. The odd looking rock in the directions was easy to spot.

When we rolled up Don was already pretty much set up and our bikes were sitting out in the twilight, mine started right up so I went for a little spin close by. First impressions were really good and the ergonomics felt just fine as far as fit went too. Not hard to see why it’s called “SuperPlushSuspension” either. Of course as soon as JB hopped on for a spin it stalled and we couldn’t start it, hmmmm. Maybe no fuel? I added some gas and we put it on the charger before heading out for another little toodle around.

When the sun went down I had a look at my HID and then it was time to park the bikes and get to know Don a little better over a few beers. If you’re a fan of Obama’s and aren’t ready for a long debate don’t mention politics around Don; I started the ball rolling then bailed out to leave JB to fend for himself, like any friend would.

We headed off to bed at a reasonable hour and barely woke to hear two different vans roll in sometime in the wee hours. When we awoke, Charlie, Phil and Robb had joined the bivouac. Don was getting breakfast starting with coffee for the gang. Charlie runs the show and Robb and Phil were going to fill the roll of instructor for the weekend.

Charlie was running with 4 bikes: his old XR650 that Marcus John from Singapore was going to use, Phil’s 450, Jonah’s 690 from this year’s Dakar and a sweet new WR 450 that was just built for Neil, the South African who was flying in from Lima. Takes all kinds.

Robb had his 450 with him, and it too looked like a stellar build for this countryside

We spent most of the morning unloading bikes, setting up camp, and tinkering. I got my GPS mounted and set to show heading. I’d brought a few decals to personalize it a bit while I think about my own paint scheme and to add to the ridetherock and advrider annals. Charlie was showing off the stylie billet masts he’s got for sale for roadbook mounting to your bars too.

Did I mention that Neil’s new bike looks pretty trick? Here it is all shiny and new before he was there to start beating it up. Renazco gets good business from Charlie and was well represented. I’m now the proud owner of 2 bikes with the Renazco treatment and I can attest to the comfort and quality.

Well it was getting past time to get out for a ride wasn’t it? We started out into the badlands where JB and I were a little out of our depth in the soft soil and JB’s bike stalled and wouldn’t restart, time to header back to camp for a few quick adjustments including raising my shifter lever so I could get my toe under it. I also gave my helmet mounted camera its first tryout.

Once we were rolling again we pointed towards some easier terrain that was flatter and only occasionally crossed with washes. Phil tipped me off to get good at lofting/unweighting the front wheel to clear washes at speed. I was pretty close to making it over a steep sided one that popped up out of nowhere when I was doing 40 or 50 km/h, the front wheel cleared and then I think I was bucked by the back wheel as the front wheel simultaneously dug into a compression. The result was the first batch of paint missing from the right side of the fairing, the first dent in the Leo Vince pipe and when I got back on to follow the crowd I realized I’d tweaked the steering pretty far to the right. I was moving along hoping they’d stop again before long so I could get them bars back on the straight and narrow. It was a bit of a bummer to put it down that early into the weekend but it also meant that the first one was out of the way too. We kept riding and I tried to practice glancing at my ICO, heading and roadbook while riding.

There had been rain the week before and as a result I’d see patches of colour from time to time. During our stops I looked around to see what I could see, there were some pretty little flowers to add to my collection of flower pics. And the inevitable sharp, pointy cacti waiting to poke holes in you if you weren’t careful; not hard to see why the instructors recommended to always wear a jacket and not just jerseys. Plenty of stuff I had no idea about.

Looking out over the landscape could fool you into believing that the land is flat–it’s definitely not. There are plenty of hidden gems scattered throughout such as washes, holes, sand, and badlands

By the time we got back to camp there were more people around including a couple of families of Eastern Europeans who drove their RV’s down from Chicago. This crowd has apparently been coming down to train and ride with these guys twice a year for the last 3 years and it shows when they’re out on the trail. Nice bunch of guys who are planning to enter the Dakar for 2011 if I heard correctly. They were riding a couple of factory bikes that they picked up somewhere, and one of them rides a quad and could be seen roaming around with his wee children on board.

I wandered around to see what else was in camp, Dirk Kessler was the Canadian living in San Francisco who entered the Dakar in 2010 and was part of the 50% that didn’t make it through stage 3, and the brutal soft sand filled river bed; Dirk had a serious knee injury to boot. This was the bike he was riding.

Neil took his new bike out for a little spin and you could see the grin on his face right through his helmet.

Then we ate some supper prepared by Don and started to get to know each other, here are Robb, Phil and Dave. Neil, Phil, Dave and Seth are planning to ride the Dos Sertoes Rally in Brazil this August. It’s the second largest motorsports rally in size after the Dakar. I’m sporting one of their t-shirts that finally showed up. Good luck guys! JB took a shot at getting a cactus needle out of his hand, no luck this time but it came out by itself in two parts separately 3 days later, yummy.

After dark Neil was poking around with his bike with Scott and Darren looking on while Marcus and Dirk worked on the XR. Plenty of tale swapping around the fire over a couple of beers too. Don’s trailer is a sweet rig and where he used to work for them it’s totally outfitted with Snap On tools, nice! Scott Whitney was the guy who wrote all of the roadbooks. He’s done a fabulous job of putting good routes together to maximize the training value. These are high quality roadbooks with all the traits of a Dakar roadbook to aid in people learning the French directions. “TDSRP-tout droit sur route principale” for example.

Jonah Street and Mike Shirley had rolled in during the night as well as Seth which pretty much completed the contingent for this year’s session, give Jonah a call if you need any concrete work done in Washington.

The morning brought the real start of rally school with a lesson in roadbook reading and preparation given, by Charlie. We had pre event studying to do so we were expected to know most of the symbols and the French translations for the letter codes. He explained where the numbers and symbols were on the roadbook and how you put them all together to figure out where you were and where you were going; these training ones even had map coordinates for your GPS as a cheater for when you really needed some help to figure out where the hell you went wrong. The basics go like this: in the left column is the running mileage tracked by means of your ICO, the big numbers are running total and the little number underneath is the mileage between tulips. The center column is the tulip or symbol of what you’re looking for. It could be the track with a turn or a landmark like a building and there might be extra info like the lines of a wash or a patch of vegetation. The last column has the CAP heading or bearing in digital for direction and there may be more information in a letter code. In French G would be gauche meaning left, TDSPP would be tout droit sur piste principale, straight on main route, and a + or – before a V would be plus ou moin visible, meaning more visible or less visible. There’s a whole long lexicon of them to learn and some of them are really important to know so you don’t ride into something that could kill you at speed.

Don wasn’t impressed with the use of his RV as a white board. We all glued the sheets together to make the roll and did our own marking based on whatever we thought would work best for ourselves, there’s Mike Shirley showing his personal marking style.

Once those details were done, we’d marked our roadbooks and everyone had loaded them, all the bikes were lined up for a photo op. I think JB took the best photo of them all but here’s what I got.

Did you catch the sidecar rig? That’s Scott’s “HogWild Racing” machine, a Vrod powered offroad sidecar racing machine. He is a bit of a rocket scientist and it shows both here and on his roadbooks. I hear riding “monkey” is pretty wild and I wanted to give it a shot but I was slow in getting to the new bivouac at Dumont Dunes and missed out. Pretty crazy machinery that’s been to the Dakar to boot.

Well now it was time to get finish getting dressed and move out on our first route of training, I was paired up with Seth and Phil I think, and we went off to start route 1 of 6. I was slow off the start for sure trying to figure out the details, but Phil did a great job of adding tips along the way; then it was just Phil and me as Seth took off on his merry way. As it went Phil had a pretty large getoff and bent the crap out of his nav gear and mount so he sent me on my way where I soon caught JB who was also having trouble with his roadbook; we tagged along together to finish back at camp. Neither JB nor I were worried about time so we took a break to get some paper out of his jammed roadbook then took off to give route 2 a go. To tell how slow we were there were guys finishing route 3 already, but in our defense I think they’d ridden them before.

We didn’t have much to report from route 1 besides some slightly missed turns that only really matter if you’re trying to be efficient and not miss time. We stopped somewhere along the way and I looked at the ground to see 100’s of these bugs running around, they were about an inch long but I have no idea what they were, and I never saw any more of them.

If I’d remembered the camera that rode in my pocket more I would have taken more photo’s. As it was I was trying to shoot video from my new helmet can and had varying degrees of success with that. Besides, when we stopped it was rarely for longer than what it took to reset ICO’s and for JB to hand crank his roadbook along. We were doing just fine on route 2 too before we got a little mixed up by the directions given in the roadbook being thrown off by how many times it said to go uphill and downhill on the PP or “piste principale” and we ended up going back to the top of the ridge we’d just come over then wandered around a bit looking for the wash we were being told to go down on a bearing headed back towards camp. We saw other tracks probably from folks doing the same and bee lined it until we finally emptied out on a main track just like the roadbook said we would. I don’t know if Scott planned it that way when he wrote it but for learning it worked really well because seemingly you could always get back onto a known entity and get home. We laughed a little when we saw Robb wandering in search of us and/or the track we were on; it got funnier a little later when we went through a bit of a badlands kind of section and he went bushwacking down into a deep wash while we looked for a more sensible route down and out with mixed results.

We saw tracks below us and a reasonable slope down to them so I led off and got into the wash headed towards a bank about 2 feet high that I figured I could get up. This worked out fine but what I didn’t know was that 3 feet past it hidden by shrubbery was another 3 foot deep wash with vertical sides, at least I didn’t know until I plowed into it and went over the bars to see my bike still upright front wheel planted in the bank and missing more paint. Good thing fiberglass is flexible. Did I mention yet how much I like this bike? It’s got to be 100 lbs lighter than my 640 and it really shows in times like this when you’re trying to wrestle it out of somewhere stupid. We were out and headed back to camp with no sign of Robb, he came rolling in sometime after we’d already cracked a beer, I guess that’s why he’s the instructor? And so we ended our first day of rally school with only 2 routes under our belts but we were satisfied with our progress on the learning curve. Tomorrow promised route 3 which was touted as being the nicest ride of the 6 loops. A little prep work, food and a couple of beers and we were headed for bed.

We started out day two riding route 3 with Jonah following behind but it also made for more self consciousness for us. The route ran from camp towards the mountains to the north and once we were above town the landscape started to get interesting.

There were two sections that I really enjoyed: the first was a long wash of deep pea gravel that we followed through a narrow rock chasm that was only big enough to get the bikes through and it was at least 20 feet deep. I totally forgot both of my cameras but I’m pretty sure JB caught it on video. Just as well mine was off as I had a little tipover just heading into it, one of many over the weekend. Once we left the wash the track led up into the mountains in a series on turns. I think I had the best groove I’ve ever had on that section getting over the front wheel with weight on the inside peg and gassing the rear end around the turns, I felt that mental “click” as I figured out another riding trick for awhile. I can’t take all the credit though, the bike is really well set up and seems to be dialed in just right for me too. We kept going up into the hills along ridgelines bordered by big cactus and on into the trees, as in real forest. In front of us at high elevation the was still snow on the ground which seemed pretty amazing considering it was over 80ºF in the lowlands.

After a couple of missed turns and failed first attempt of a steep loose climb we opted to stop and chill out for a little while in the shade and get some food and water into us to combat the 30 mile tipover trend that was evolving for both of us. I’ve been training for awhile and am in decent shape, as well as eating pretty well and drinking as much water as possible so my belief is that we were suffering fatigue from lack of saddle time this year: one hour long offroad ride for me and less for JB. I know from mountain biking how much energy the mental focus and concentration takes to ride long hours offroad. No problem, it helps for planning a training regimen for the next adventure, that’s if work allows the time.

Back on track we left Robb and Jonah sitting under a tree bonding while we headed off to finish the loop. Everything was going great and we both survived a nasty downhill chicane that seemed to sneak up on us as the mileage was a ways off on the roadbook. Down into the foothills all was peachy as we came into the fence indicated and made the left turn along it up to another left. We were looking for another left that just wasn’t appearing at the right ICO reading but other tracks kind of close were showing up, the CAP heading was off but we weren’t seeing anything else. Back to the fence and on down the road until I saw that we were definitely wrong where we turned around to try it again, most indicators seemed to read right so we went around again and tried for a second time going a little farther afield, no luck. Finally we tried for a third and last time to the same conclusion and decided to call it and head towards town then back towards camp. All I got out of that exercise was a picture of another flower.

While putting down the road we were on my rear tanks ran out of fuel so I stopped to switch to the front and of course I didn’t spend enough time kicking fuel through before running the battery down. Thanks JB for the final push that succeeded in the bump start, with both of us sweating profusely and roasted from failed efforts. We spent a bunch of miles just buzzing down the side of the highway droning back to the bivouac and at the turnoff there was a guy with a stand selling cold drinks and all kinds of jerky. Beef, Elk, Bison in all kinds of flavours. We stopped to get some drinks as we were both out of water and ate all the samples he gave us. When we were done socializing we left with packages of jerky in our packs to take home for later.

We finally came to mile 0 and there were Charlie and Jonah hanging out in the shade of his van. Robb was halfway back up route three looking for us to no avail. It got funnier as Jonah was asking JB where the hell we’d gone? “we were only 5 minutes behind you and you disappeared? We spent an hour looking for you?” Well, we were going around in circles trying to find a left turn? Upon looking back at the route Charlie was able to determine the turn we’d missed: a crucial left after the nasty chicane that would have sent us heading towards home and to the same fence but much further along. We should have backtracked further in the roadbook to find it, but our biggest mistake was thinking we were at the right section of fence; getting lost is part of how you learn to navigate.

Back at camp we regrouped, watched the boys drive around with the baby on the ATV and I was feeling a little grumpy, Neil picked up on it and asked what was wrong? I’d really wanted to do at least one more route, we’d only done 3 out of 6 in two days while pretty much everyone else had managed all six. Thanks Neil for encouraging me to go for it and Robb kindly offered to make sure there were steaks kept aside for when we got back.

JB offered to join me and we decided to go for routes 4 and 5 as pretty easy ones rather than #6 which would have meant reloading JB’s roadbook and he was a bit worried about fatigue levels, made sense to me. Marcus was also headed back out and both of the boys were suffering from pretty substantial blisters across their palms from holding the bars hour after hour; they took a stab at taping their hands for the upcoming ride.

Fine by me and we took off. Route 4 was really interesting as it took us to Cathedral Canyon, crossed the first real sand dune we’d seen yet and it made use of a massive grid of ¼ mile squares that had been laid out for a failed housing boom sometime in the past; it failed due to a lack of local water–go figure. The sand was a little anticlimactic even though JB fell over and the grid was deceptively challenging. It consisted of being on the gas then slowing for the 90º turn and going, and turning at seemingly random distances right up until we came to a paved road that certainly was not where we were supposed to be. Due to time constraints we skipped going back to find where we’d screwed up and made it back to camp for the start of route 5.

The start backtracked to camp from mile 0 and we saw Neil jump onto the track ahead of us and disappear in a cloud of dust. We saw him for a short time but then lost him. We were short finding an off piste turn and got turned around a little before picking up the power line to put us back on track and gassed it through some fast sections. When we hit the pavement the first intersection put the chicken Ranch on our left.

In some counties of Nevada , prostitution is legal, this is one of those counties and the Chicken Ranch is one of the brothels. We opted not to stop at the Leghorn bar for a beer. Sure I was curious, who wouldn’t be, but we could see the sun didn’t have long before our tinted lenses were going to be a real handicap. We left the sightseeing and booked it to the gas station shown on the route where we were surprised to see Neil at the pumps. We figure we’d throw some fuel in for the last day to relieve Don as our fueler and got to it. The whole prepay thing at the pumps in the US can be a pain in the ass, as it asks for your zip code, no they don’t recognize Canadian postal codes. All I wanted was a bit of gas but the girl didn’t speak liters and you have to specify an amount. But how much gas does my bike hold? No idea in gallons and only a vague guess in liters right now. I gave her some cash and filled up more tanks than I needed to before we all took off in the direction of burnt meat and beer. Dusk was setting in fast so we got on the gas pretty hard once we were back on dirt. I was leading, followed by JB, then Neil cruising at about 50 mph, this was prudent to me with slightly reduced visibility and it made the difference when I hit a large wash successfully. I turned on my HID light which worked great to get back to camp, not much longer and we would have been in the total darkness. The best part of that run was the look on JB’s face when Neil showed him the video he shot handheld while right behind him offroad at speed, I’m sure he’ll post it on his "n00b goes rallying" thread on advrider.com. Good on ya!

We actually got back to the bivouac in time for supper which was nice-steak and salad and a few other fixings were a great way to finish the day. My cranky mood was gone and I was happy to have finished 5 out of the 6 loops up on offer. There was a 250 mile loop that a couple of the more experienced guys did on the same day too; for now I’ll just daydream a little about riding long days like that. Our third day of riding came to a close with a feeling of accomplishment at reaching another small skill level. I finished it off with a chat on the phone and a sunset shot of another little flower. It was all coming a little bit easier. Tomorrow was a new day and would mark the end of the school.

Morning came early and started with some more teaching about dune riding and navigation in the dunes. This is mostly done by cap heading alone and visually noting landmarks to be able to stay on the same heading as you pick your route through varied terrain. Everyone was interested in this, especially the folks who’d never been in sand or dunes. The other part of the morning info session included some notes and details about the 70 mile route we would be taking to the new camp setup at Dumont Dunes where we would get into the sand for the rest of the day.

The humour started early as Scott’s dog decided to lift a leg on someone’s wayward helmet left lying on the ground. He said it was only a little on the visor, but he might have been lying? Just goes to show that keeping track of your gear is very important, especially in mixed company. Harharhar.

For the first time JB and I were the first to dressed and on the road out of camp, we both wanted to get as far as we could before the faster guys caught us. Everything was going pretty well off the front with the only stop being JB’s roadbook pulling apart; using gluestick to glue the sheets it’s very important to press hard and ensure a good bond. As short as this stop was it still costs time in the overall, for errors that really have no need of happening. We overshot a turn a little very near the same stop so again lost time for no good reason.

The next section was pretty uneventful and led into the hills. The roadbook indicated downhill, EMP. short for empierre which means rocky or stony. It was fairly obvious when we got on top of it and stopped to scope it out. That’s when we heard the first bike catching up with us and sure enough there was Neil: being all gung ho for Dos Sertoes he jumped right in with us still stopped there observing. About halfway down he was down and right behind us Seth and Dirk rolled up. We all watched Neil wrestling his machine upright and JB took a little walk to find an easier line. Seth wimped out and decided to roll down left of the gully with his engine off and Dirk opted for JB’s line on the right from about a quarter the way down. After getting off to take a few more pictures of some flowers I spotted I headed right from the top and saw Dirk fall over below me that inattention immediately contributed to me rolling on top of a cactus and getting stuck. I too fell over trying to escape the little bugger. When I finally did get free it was clear sailing for the rest of the way down and we were back on track again.

From here we entered a small wash that emptied us onto a well maintained dirt road that started with a short detour to a U-turn and then clear sailing. We were cruising at over 60 mph for a good while towards the hills. I totally missed a crucial turn by failing to watch my ICO for about ¼ km and there again was lost time. Backtrack to the turn and a wee stop to reset nav gear and do a little battery fix on JB's GPS, then Marcus and Phil caught up with us. Now we were there with the final riders. I spotted a cool looking cactus and went to take a picture and I’m glad I did as I also saw a beautiful little cactus in bloom too. Who knew I’d see so many flowers in the desert? I’m counting myself lucky we got there shortly after one of their rare rainfalls.

Marcus also did the GPS taped battery trick Jonah showed me after we’d done JB’s and he hit the gas; roosting the rest of us with gravel. Phil gave us the nudge, time to get a move on. Now we were last and headed up into the hills again and we watched the scenery unfold below us as we climbed. Just after we rounded a corner I got offline into the rocks again and had another tipover. JB commented about the 30 mile stupids so I took a minute to get a quick bite of food into me. Just around the corner we stopped at an abandoned talc mine where JB realized he had trouble shifting because of a loose shifter. It was all stop while we dug out the tools to do the fix. Nice to have a rally box to keep the basic tool kit in. I saw some more flowers and ate some more before we were getting moving again. Good thing as the white tailing piles were reflecting some serious heat at us.

We were trying to stay on the gas and keep a reasonable pace but we seemed to be a little plagued with stops. At one of the next intersections Seth was waiting for us, I really don’t know why, as our navigating was mostly fine and Phil was pulling sweep behind/with us. We jammed along behind Seth through some ups and downs and I had the pleasure of blowing by him up a loose wash, it made me feel good being faster than at least one person for at least a few minutes. Didn’t last long, he left us behind when one of us stopped for something. Another navigational error due to a little bit of confusion with the roadbook cost us some more time yet again where we went through a narrow pass but that’s how you learn yet again. Another change of terrain and we entered a long sandy roadway only to have to stop to fix the shifter a second time. Now everyone was anxious to turn it up another notch and JB led out at a good rate of speed. This was almost the last video I shot as well having forgotten to charge my camera the night before, I did remember the more important GPS batteries though.

Back into the mountains awhile later we got onto a neat section of trail that was straight up one side and straight down the other side; attention was very important to avoid a long fall to the valley bottom below. Phil asked JB if he’d seen Dumont dunes off in the distance to which JB said he had eyes only for staying on the road, sensible, I didn’t see them either. When this emptied us out it was into a long section that had been serious mining country at one time as we were riding on old broken pavement interspersed with washouts and potholes. Weird remnants of civilization in the dry and desolate middle of nowhere. This led us into a deep pea gravel wash through a small valley that was pretty cool being hemmed in by steep rock walls that you were trying not to run into. After one particularly sketchy corner I stopped to have a look back and saw JB standing beside his bike and poking at something around the engine, Phil stopped with him and I could see that they were both fine. In my own self interest I decided to keep going and get out of the pressure cooker. I was on my own and having fun in the wash until I got caught in a moment of target fixation that had my eyes glued to a large rock coming at me; I tried to pull my eyes away with no luck and plowed right into it. Down I went for my second crash of the weekend and I distinctly remember looking at my hand and cursing as I saw the fairly large avulsion in the meat of my palm. Dammit! I picked the bike up and dug my first aid kit out of my bag all the while thinking I’d be hearing the boys come along any second. I cleaned out the dirt, did a little patchwork and packed it all away before turning my attention to getting to camp. No sign of the guys either.

I skipped a detour up the valley side that was only going to offer a slight change of scenery and kept going to the next turn up over some sand hills and saw the dunes on my left, but it was not our rendezvous. I was close and gave it the gas as soon as I was on the main road right up until I could see our fleet of vehicles parked in the lot. Yay! I’d made it through the 70 mile route in mostly one piece and quite a bit later than everyone else except our missing boys. I caught up with Charlie first and he immediately told me that Jonah and everyone else had just left for Dune School and I should go find them. Alright, off I went, alone into the sand. It wasn’t bad really, I had one close call dropping into a hole made by the wind but on these little ones it was easy to get a feel for them and the oblique approaches that let you see over them before committing to the other side. I went around the whole area twice before I caught up with them, just in time to hear one of Jonah’s last lessons. Phil came buzzing up to ask Jonah if they could use his truck to drive 8 miles back up the wash to get JB and his bike? Turns out what I had thought was shifter trouble was him punching a hole in one of the engine cases. Jonah replied that his truck wasn’t up to the task and Phil rode away. We kept going trying to follow the last navigation trick that Jonah was telling us. At our next little stop Seth and I both decided to head back when they were going over to the big dunes as we’d both run out of water and I hadn’t had a breather from the day's route yet either.

After taking a bit of break and a beer Charlie suggested I go try out the big dunes, reminding me that it was one of the key things I wanted to learn a bit about. I took the roundabout route as instructed to stay away from the crowds and permits. One place I stopped to have a gander I looked on the ground beside me and low and behold it was a field of flowers. I sized up the biggest dunes from a distance and made my way towards them. In hindsight maybe I should have paid a little more heed to my failure to negotiate the first apex? I fell over but kept trying to get a run up the dune, after a few attempts I still had only really gotten halfway and had almost eaten it going over a steep lip that I couldn’t see in the flat light until I was already on it.

When my battery started getting weak from blowing sand out of the pipe every time I dropped it I knew it was time to head back. I pointed my bike back the way I’d come and set out for the trucks. I saw a small saddle between bigger dunes pointing the way I’d come and turned off towards it. When I crested the dune I didn’t get on the gas early enough and fell over yet again; only this time I was out of juice. Uh oh. I tried to tickle it to life without luck then tried getting rolling to bump start. This didn’t work either and it put me near the bottom and in a depression. After what was already a pretty long day I was dead tired. On this level in sand I couldn’t get in a position to effectively try kicking the bike over either. I came really close to firing it one last time too. Dammit! Again I tried pushing to get out of the depression and down the last pitch to where the track led out but I was out of gas myself. After what had been almost an hour of failure I finally gave in and phoned Charlie. No answer. I tried Scott’s number too. No answer. I waited a bit before trying Charlie again and he asked what was up? I told him and he asked if I’d tried all my options before saying he’d come get me going. While I waited in the only shade around that I created with my jacket I drank the last of my water and gave my girl a call. She was unsympathetic; her response was that it was what I signed up for. Gee thanks. I stood on top of the rise and when Charlie came around the bend it didn’t take long for him to spot me and gassed it in my direction. I felt marginally better when I watched him take awhile to get it running; he has the advantage of having legs a foot longer than mine which helps.

It was a quick run back to see that most of the troops had pulled out to head home their separate ways. Now it was just Don packing up and waiting to load my bike, Charlie loading bikes in his rig and Neil, Seth, JB and me riding in our rental to the first bivouac to their cars. It wasn’t long before this that JB realized he’d left his camera and phone in Robb’s van. When Jonah declined his truck they drove Robb’s 4x4 van all the way up the wash to where JB had been snoozing in the shade under a rock while he waited. At least I wasn’t the only one who had to be rescued, and I was pretty close to not having to be rescued. On reflection there are things I’d do differently in the same situation, the first being to turn the bike into the hill so I could stand on the high side to kick the low side; I’m sure if I’d done that I would have been able to get back all on my own. Oh well now I know.

JB had missed the dune session so he took the 690 Jonah rode to a 7^th place finish in the 2010 Dakar and went for a scoot in the small dunes. The smile on his face was unmistakable when he got back to finish stuffing the car with all of our gear. He was loving it and I was jealous; no time for me, Don was waiting for me to get the rest of my sh@t out of the trailer and finish packing the box to send with the bike. That all done we hit the road for Baker, California to pick up JB’s stuff at a restaurant where Robb had left it. Only a 50 mile detour to the Mad Greek. While we waited I looked around a little and decided pretty quickly that Baker is nowhere I’d want to live. This sign I spotted might offer hope to those living in the trailer park behind it, but I doubt it. We got gas at the General Store across the road before we turned around to get to the cars. The small dunes we were in looked absolutely miniscule as we drove by.

The cars were still there, and being stopped already and unpacking our car we decided to repack all of our gear to fly right there in the dust. It would make life easier at the hotel when we got back to Vegas. A short time later we were bound for Las Vegas where all of us were flying out from the next day. Neil to Lima, Peru, Seth to Vermont and us to Newfoundland.

Back into the city of never ending light and excess there’s always something to look at; like this dude we saw on his trike, waiting for a miracle maybe? Neil offered to add us to the room he thought he had reserved at the Palazzo which sounded fine to us. After a long drive down the strip with all kinds of people lining the rails along the road like you were the entertainment we got to the hotel and the three of us ended up in a suite with Seth taking the pullout. The girl at the desk informed us that it was the biggest hotel in the world with 7000 rooms! This is only one hotel of many, makes no wonder there’s no water anywhere, Vegas has taken all the water from who knows how many miles away? I wonder when it’s going to run out and what’s going to happen then? My guess is that the consequences will be further reaching than anyone’s guess.

We showered then headed downstairs to the casino to find some food and ended up in Dos Caminos eating steak and drinking a few beers. We were all beat from a long day and were done and headed to bed before we fell asleep at the table.

JB and I had the earliest flight out and were checking in our rental car by 9am. Touring the duty free pretty much brought us to the end of the trip. All in all I think the Rally School was worth the money and worth the effort to get there. I know for us we learned a ton, not only about how rallies work and navigating, but also a ton in terms of riding skills. I was lucky enough to have been able to show up and ride an almost new bike that I now own and get to know that machine a whole lot better too.

And so ends my story to date, my rally dreams finally having some substance. Right then it was a bit hard to see it as I was only home for a few days before getting back on a plane and flying to Alaska to work for a month; doesn’t mean I didn't have more dreams though. What’s next? Well, I’m still on track for the Rally Mongolia like my last story said, and now that I've been out in the desert and experienced a little bit if what it's like I think I'm ready to make another dream come true; but that's another story.

And the start of that story is rapidly aproaching, it's late July now and I get on a plane on August 4th to head to my first ever International offroad Rally. We'll see how it unfolds.

Additional links of interest:

- To follow Mike's adventures in Mongolia you can keep an eye on his SPOT tracker HERE. He wasn't sure they'd be allowed to use it but hopefully!

- SSER Org website. Direct link to the 2010 Mongolia race section

Chasing Rally Dreams - Part 1

2010-07-17T07:41:00.000-07:00

Words by: Mike Buehler

Photo's by: Mike Buehler

Where does it all begin? Where do our dreams start? I’m not sure about mine, maybe it was when I bought my new bike, June 2006? It was the first bike I’d had since 1998 and the first offroad bike I’d ever owned.

Off road roaming adventures were calling out to me; my best buddy’s influence talking from as early as ’97 when he bought his BMW F650 and talk of the Trans Labrador Highway? The single episode of Long Way Round I happened across on TV in ’05?

Almost 6 months after I bought my 640 Adventure I joined ridetherock.com where I met some interesting folks and went for my first real off road ride to Shoal Bay, this one was an eye opener for sure, and I almost made it up without a tipover from kicking myself into neutral on a tricky section, but that’s what it’s all about.

I soon found myself on the forum all the time chatting about this and that and I distinctly remember Geoff commenting that I could be the first Newfoundlander to enter the Dakar. No way says I, I don’t have those kinds of skills. But memories of seeing rallies on TV as a kid, wide eyed asking my dad what it was, all came back to me; I didn’t know what I was seeing at that young age but it made sense now.

Then came Adventure Rider and a whole new world of like minded lunatics with stories upon stories of riding in exotic places and of course the bloody Dakar always looming there in the background. But we all need distractions and daydreams to occupy our minds from time to time don’t we? Along with the asylum, a guy I knew many years ago in Jasper found me and invited me to check out an Adrider dualsport rally in Maine, the Trans Labrador Highway trip I was supposed to go on with Chief got waylaid the year before by work so I figured this was the perfect opportunity to check that out on my “rally” bike.

Labrador was fun, I barely took any photos ‘cause I was having a hoot jamming down the road as fast as was comfortable watching the trail of dust spin off behind me, feeling like I was in my own personal rally through the middle of nowhere. I was having the time of my life right up until I got a ticket for 41 km/h over the speed limit, good for 4 demerit points on my license and probably a hike on my insurance and then I was pretty bummed for awhile. Then there was the rally, it too was fun and I spent plenty of time jawing with folks who’ve done big adventures I can still only imagine. That trip included a day riding a track in Quebec on a 640E with super moto wheels and a turn on a friend’s Ducati. Well and truly hooked on two wheels now. Hmmm…

Pretty soon I found myself checking out old Dakar pics and stories which led to me finding out that only 5 Canadians had ever finished the ultimate offroad event since 1979. So I started looking for Canadians planning to race the 2008 edition, the search led me to Tod Davidson and his TD2Dakar efforts. A toodle through his blog convinced me to get in touch and offer him a little bit of cash I had sitting in a box. We had fun chatting about his bike that was being built for him and all of the other million details he was working on to get there.

I was living vicariously through his planning and preparation and was watching everything I could find. Just a couple of weeks before the start I heard Tod had crashed and had to withdraw from the rally due to a punctured lung, only to be hit a second time by the cancellation of the 2008 Dakar on New Year’s Eve - the day before the start. I can only imagine what a blow that was to everyone that had made the herculean effort to get there.

Time marched on as it always does and I was still riding when I could between my work away and hanging out with my girlfriend. I think it was about a year later that Tod replied to one of the sporadic messages I sent him on advrider.com and he told me about what he went through after the crash that prevented him from flying to Lisbon to the Dakar startline. It was a heartrending story that included over a year of preparation and six digits of financial commitment that ended with a simple crash in the desert and another year of heartache. Then Dakar ’09 started and I was watching the highlights every night after work 300km’s offshore of Newfoundland on an oilrig, I was livid when I missed a couple of stages due to the radio operator putting on hockey instead on the available channel, they even had the same game on 2 channels! But by then I was addicted wasn’t I?

In my wanderings on advrider.com I stumbled on a thread where Bob Bergman’s story was posted; this was his account of riding the Dakar in ’05 where he became the 5^th Canadian to finish the grueling event. That story really struck me and Bob’s narrative seemed to sink into me; as he recounted every stage my imagination had me right there in the desert too. Half of it scared the crap out of me, half of it made me want to be there. Some time later while writing an article for Dan and CanadianMotorCycleRider.ca he told me about his conversations with Lawrence Hacking, who happens to be the first Canadian to ever finish the Dakar in 2001, and his review of Lawrence's new book about it called “To Dakar and Back”. It had just released so I ran to grab a copy at my local bookseller. Now I’d immersed myself in two detailed Dakar accounts and looked at other rally ride reports and little ideas started tapping their way into my consciousness.

Now what? It didn’t take long for me to get Lawrence’s email address from Dan, and for me to ask Lawrence one simple question: “do you have any suggestions for a starting point for someone contemplating the Dakar in a 3 to 5 year plan?” I was amazed at how quickly he got back to me with a definitive answer; “enter a rally, try the Mongolia Rally, it’s the cheapest and easiest of the big rallies.” As our conversation continued Lawrence was very generous with his time and knowledge including the address for Teru Sugawara and his rally support services. If you’ve read my last CanadianMotorcycleRider story you’ll know that I had no idea of the Sugawara family Dakar legacy at the time. I was putting in all of the legwork to get there for the 2009 edition until a few months out when my better half reminded me of house renovations and a small dualsport rally I was hosting at my house for the first time that summer too. So I canceled my plans and went with my girl Sue for a week long tour on the bike to see AC/DC in Moncton, New Brunswick and camp by the beach on Prince Edward Island, so at least I got to get out for a decent ride.

My rally exposure took another turn in October when I wound up in Tokyo for a couple of weeks working for Cirque du Soleil. I emailed Teru to see if he wanted to meet; Mongolia was still in my sights. Here I was a total neophyte with absolutely no idea that he and his dad were the HINO rally truck factory team. Yoshi has the world record for the most Dakar’s entered at 27 and the most consecutive finishes at 20. For me that day was almost as awe inspiring as being on the start line!

The day I spent with them led me to write another article for Dan about my experience and to go on a new hunt for Canadians planning to run the 2010 edition. By December I was offshore working again and following a few threads on advrider where I got onto Patrick Trahan’s thread and saw his post pretty much begging for enough donations to get him over one of his last hurdles: buying his plane ticket. He put up his phone number so I gave him a call and told him I could drum up a little cash if he thought it would be any help? I also posted the details on ridetherock.com to encourage more of our members to help out; I know all of the Honda Powerhouse dealers on the island got on board too. I got Susan to mail him a couple of stickers of my logo in hopes he’d put them on his bike, not that I felt my contribution was worth that kind of space but you don’t know until you try? Then there was the Riff Raff: Rally PanAm’s informal band of fans who buy into their Dakar bids supporting privateer Jonah Street; I had already talked to Charlie Rauseo a few times about a “tourist” seat in one of their trucks to get a front row seat of the circus. This year I stepped up to help Jonah out and bought in at the Riff Raff Extreme level and have the stylish Klim jacket to prove it not to mention my name on the arse end of Jonah’s bike. Then Patrick sent me pictures of his bike and my logo was there too! I bought a t-shirt from Rick Hatswell too, he was headed down with Don Hatton from BC. Now I had a little ownership with 3 entries, ooooh fun.

The fun really began with the runup to the start of the 2010 race. I joined in the antics of the discussion thread on advrider and remained glued to my computer everyday for the next 2 weeks flipping between the thread where people from all over the world were giving up to the minute details about the riders we were following, including 7 Canadians, the Dakar site with it’s tracking features, among others like RallyRaidio.com for interviews with riders. When the stages finished, the highlights were quickly available for download too. I didn’t miss much in that 2 weeks except the full day I spent flying out on vacation but it was easy to catch up as I was waking up at 5am anyway which gave me a few hours before my girlfriend dragged her jetlagged butt out of bed. In two weeks that thread generated over 7,000 posts which really was a fun ride from start to finish, especially the days over a few pints in my favourite pub.

Let me backtrack a little to before the start of El Dakaro 2010, even though Mongolia is supposed to be comparatively easy, I knew I needed to go the next step: start getting in shape, start riding more, and learning more. I’d been through the Rally Management Services website any number of times starting with Tod’s bike build and had my eye on their rally school and I got in touch with Charlie again to get dates for the next one. I know, Patrick said not to waste my money on such things but it sounded like a good option to me. As for getting in shape I started to focus on gym time when I was offshore, not a huge gym but it served the purpose and beat hanging out in my cubicle of a room

Back on the beach, as it’s referred to when you go home from the rigs, I went to a local gym that a friend of mine is part owner of and got them to draw up a workout program for me in hopes of fitness helping to make up for my lack of desert and sand riding skills. I was in for training 7 days a week alternating with gym and either exercise bikes offshore or my road bike on my girl's old windtrainer at home. My program had 4 onshore days and 4 offshore days to keep me busy.

What was missing? A bike? One of those little ideas came creeping to the front and in January I sent a message to Tod to see if he still had his 525 sitting in his basement? Was he interested in selling it? It took a little while for him to get back to me and I tried to wait patiently for an answer. I also met with my banker and finance guy multiple times getting some dosh lined up for house renovations. When he did finally answer my PM he gave me a yes, not only for the bike but also all of his spare tires, mousse’s, original plastics and anything else still tucked away in boxes. Well now my brain was on overdrive as I tried to imagine what I’d be able to drum up to pay for it. Sigh. All of this preparation brought us up to our vacation where my girlfriend used a conference as an excuse to check out Maui. We were disappointed with the hospitality and looking forward to getting home by the end but it also brought an opportunity for me to stop in Toronto for a couple of nights to check out the bike with my own two eyes. Tod being the really nice guy he is invited me to stay the night and with a flight change my girl had a 5 hour layover there too. We both went up to his house and over a few beers we went to the basement for a look see and I liked what I saw, as I knew I would.

Basically it’s a brand new KTM 525Rally built for the 2008 Dakar and only ever ridden for 3 days! It had gone to Lisbon for the start and sat lonely with no rider until it came home, it was still sitting lonely and unridden in his basement collecting dust. Maybe it was time for Tod to close the door on that episode of his life? Back upstairs Tod named a price that I could hardly believe, wow. I guess it was partially his way of saying thanks to me for my little contribution to his rally dreams, and to see the bike being ridden the way it was designed to? He told me I was one of only 2 people who contacted him to offer a donation, sad that the Dakar is almost unknown in North America despite being the largest motorsports event in the world thus making it damned near impossible to find sponsorship money. Anyway, Sue looked at me and knew I was going to go for it, there was no way I could pass it up. So I drove her back to the airport for her flight before spending the rest of the night drinking beer and swapping stories while inside I was hopping like a jumping bean. One more night in Toronto for a meeting with a group of individuals planning a little project before I too flew home.

I flew back to Newfoundland with 2.5 hours at home before I was back at the heliport flying offshore again for 3 weeks. Work a 12 hour shift then in the gym every day right after supper, seven days a week.

I was still pestering Charlie by email for dates for the school, late March or early April was still all the response I was getting. Not to worry, there were plenty of other details to work on: Mongolia in August for one, the Skibum Soiree on Labour Day weekend for two. You remember, the eight day rally that sent me down this road in the first place? Lawrence’s connections got me in touch with Byambaa Gantulga, the owner of KTM Tours Mongolia to see about support and rental bikes so I was talking to both of them and then Mike Shirley joined as well. He owns a gym in Reno and had been the title sponsor for Rally PanAm 2010, he’s also driven one of their trucks for them for the last 2 Dakars. Yeah, tell me he doesn’t have any fun? All the logistics of shipping bikes versus rentals plus the myriad of other little details I was trying to find and figure out. And so on, and so on, and so on.

Finally home again and first up was a trip to the bank to get a bank draft, then it was out to see Keith Windsor at the Toy Box to make sure my Leatt neck brace and new Arai moto helmet were ordered. I told my banker I was putting the renovations on hold–indefinitely.

Now I was truly committed, I fired the draft into the mail and waited impatiently for Tod to mail the ownership and bill of sale to me. He sent the tracking number so I could see when it arrived, this got really funny one night when we had some friends over and were drinking a fair bit. For some odd reason I got on the computer to look and see where it was; the way I was reading the screen I thought Tod had mailed it back to himself, oh sh#t. Now my well lubricated paranoia jumped in and I gave him a call. He sounded a little confused so we both looked at our computers to compare. Well, I’m the idiot in this story and he proved it by showing me that it was still in transit and I was reading the whole tracking thing backwards. Whew! A bit of a reminder of things not to do while drinking. It did finally arrive and I rushed off to DMV to register the bike to me. Yay

All right, now we’re cooking with gas. Just days before work was sending me away again I flew back up to Toronto to help him pack up the bike and the other odds and sods.

I got in early and figured I had some time to do a little running around the city before going up to Tod’s in the afternoon. I gave a friend on my flight a ride downtown then kept going east to visit my sister at work; boy was she surprised to see me walk in. Then I meandered back over to Mississauga to stop in at the shop where my 640 came from and where the 525 came from, Dave Grummet at Parker Bros Powersports is a very knowledgeable and helpful guy to know and he answered a few more of my questions. From there I went to find a liquor store and a bite of lunch. I stopped at a strip mall across from Sherway Gardens where I saw an Italian Restaurant right next to the liquor store. Perfect. After picking up some beer and a bottle of yummy Bison Grass infused Polish Vodka I wandered in for a bite of lunch. The wall of Scotch was immediately noticeable, holy sh@t! The bartender informed me that they boast the largest Scotch collection in the world and their wine selection boasts the Wine Spectator “Grand” rating which is top shelf too. at something like 5,000 choices.

Reading the menu I found the “Italian Stallion”, equine tenderloin carpaccio. I don’t think I’ve ever seen horse on a menu anywhere I’ve eaten so I ordered it, just because. Not bad, definitely a more gamey flavour than beef, but tasty with the oh so stinky Tete de Moine cheese as garnish. Worth trying if you ever run across it. This was my day and dammit I was going to enjoy it!

With my detours behind me I headed on up the road to Tod’s enjoying the bright, warm sunny day. Trevor Wideman from Kurtz trucking was going to do an awesome favour and drive to Tod’s to pick up the bike, turns out it was going to be that evening instead of the next morning as we had originally planned. When I got to Tod’s we jumped right in to opening a cold beer and getting all the bits ready to go. All we had to do was separate the stuff that was going in a box with the bike including the body armour, clothes and MX boots I’d brought with me, and a spare set of Michelin Desert with mousses’ shod wheels. That done we gave the two stacks of spare Deserts and 3^rd rear wheel the plastic wrap treatment for flying home with me. The rest of the spare plastics fit in my big suitcase and I wrapped up the spare chain, petcock, and shock spring to take as a second carry-on.

When Becky got home we amused ourselves with more stories, more beer, and email; then I took them out to dinner at the nearby chop house. The steak was good eating too!

I flew back home again the next morning to get ready for another hitch of work. It was good to hang out with Tod some more, and I have to say my thanks again for giving me a leg up and helping me chase these rally dreams.

Stay tuned - Coming soon! Chasing Rally Dreams - Part II

Product Review: Tirox Chain Cleaner

2010-06-27T17:37:00.000-07:00

I've had a can of Tirox cleaner on the shelf in the garage for a little while now, just waiting until I had a little time to break it out for a test. My chain was good and dirty so this would surely be a true test of the cleaning power of Tirox. Unfortunately I didn't think to take a "before" picture - but trust me... it was really, really dirty! Tirox - it's pronounced "Tie-Rox" by the way, or at least according to the manufacturer.

There's a few things that really created some interest in the Tirox brand for me, and this motorcycle chain cleaner in particular.

Firstly - I was looking for an easy to use product that didn't involve a lot of effort. I didn't want to have to remove the chain or break out any tools to get the job done. When researching on forums what people use to clean their chains one thing regularly sprung to the top of the list - kerosene. In fact, kerosense is recommended as a cleaner from most leading chain manufacturers.

I didn't want to buy kerosene and research just where to get it in a small quantity, deal with storing it, and after the chain was cleaned - disposing of it. It seems just plain easier and more convenient to have an aerosol can of product that I know is specifically designed for cleaning chains. It just so happens that Tirox chain cleaner contains mostly kerosene so you can be sure it's not going to cause damage to the o-rings in your chain.

Second - I wanted a product that worked. I had to take the word of the guy at the parts counter at the shop I'd bought it at but figured I'd give it a try and see for myself. Given the thought that seemed to have gone into the product it seemed that they likely had put some similar thought into a product that worked.

A prime example of the thought put into their product; their 360 degree chain brush that comes with the cleaner. With thousands of bristles, this handy little brush comes packed in the cap of the cleaner and you stretch it out and spin it on your chain. It's a patented design. And yes, it's a huge leap in effectiveness over the old paintbrush or toothbrush option. Once the 360 degree brush is in position you just spin your back wheel and hold the brush in place to give it a good scrub. My bike has a center-stand so it's a pretty simple process.

Don't be 'too' delicate with the 360 degree brush when trying to get it on the chain; it seems to require a somewhat forceful effort to spin it on. Once on, it scrubs the chain from every angle. When the chain is cleaned to your satisfaction you just spin the brush off and give it a spray with the chain cleaner to clean it up a bit. Fold it back up and back in the cap it goes. Easy!

And finally, but not least importantly - this product is Canadian! That's a big bonus. Tirox is based in the southern Ontario manufacturing hub. So buying this product is supporting a Canadian company and Canadian workers.

The instructions on the can tell you that it works best on a warm chain. A version of the instructions on the Tirox website doesn't but I cleaned my chain on a bit of a nasty day in my garage so I skipped the chain warm up. I suspect a warm chain might help the cleaner penetrate quicker and you might get away with using a little less product. I'll perhaps give the warm chain a try next time to compare.

I'd definitely recommend getting yourself a set of gloves for this job. It's messy! I have a big box of blue nitrile gloves (Costco, Princess Auto, or any hardware store ought to have'em) in the garage for just such jobs. I also grabbed a bunch of papers from my recycle bin and laid them out on the floor to absorb all the drips and to keep all the gunk off the rear tire too.

I paid $16.95 for a 312 gram can. It took about half the can to do a thorough cleaning. If you didn't let your chain get quite so dirty and used it on a warm chain I suspect you could probably stretch out the number of cleanings you'd get out of a can up to 3-4 cleanings.

The Tirox website shows that you can buy the 360 degree brush separately now too. Their MSRP is $12.95. So, that makes the $16.95 for the brush and can of cleaner seem like a pretty good bargain.

This product is available at most motorcycle dealerships in Canada and is indicated to be manufactured for Parts Canada on the can. If you don't see it on the shelf at your local shop then they should be able to order some in for you.

Final Thoughts:

- Great product!
- Convenient and easy to use.
- Makes cleaning your chain pretty easy.
- Would definitely buy it again and highly recommend it to others

- Cons: There's only one that I can see, it's more expensive than using simply kerosene. That's not really a con for me because using kerosene just isn't practical for me. I have a limited amount of space in my garage and desire a simple and quick chain cleaner. Tirox fits that need - kerosene doesn't.

I might have to pick up some of their other products: Ultra-Lube, and Bike-Wash and give them a try.

Links of interest:

More details on Tirox can be found on their website HERE.

Allan's Off-Road Riding Tips - Riding Position

2010-05-03T16:31:00.000-07:00

Written by: Allan L
Photos by: Jen Allan

About the Author: Allan has worked as an instructor/guide for Trail Tours and Dirt Bike School in the Ganaraska Forest for the last 12 years and has introduced more than 5000 people to the sport. He holds a Bachelor’s Degree in Education and lives in Peterborough Ontario.

Off-Road Riding Tips - Riding Position

When people get hurt riding a dirt bike it is usually due to a general misunderstanding of basic riding technique. In my time training beginning to advanced riders my students have all benefitted from training and sometimes re-training in the fundamentals. For my first column I would like to take a closer look at the foundation from which we all ride- the sitting attack position.

One of the most common mistakes people make when sitting on a dirt bike is sitting on the back of the bike, i.e. the rear portion of the seat. This is poor technique because the bike will inherently be more difficult to control, for example, the bike will not turn as well because all your weight is on the back of the bike and it will want to go in a straight line.

We want to sit at the low point in the seat (where my hands are in the picture) so that we are in balance with the bike. This is the balance point of the bike and you will be able to more effectively control the bike from this position.

Next, let's see what it looks like on the bike. Notice that I’m sitting in the middle of the bike, not crowding the tank, but nowhere near the rear portion of the seat either. My butt will never move backwards from this position when I am sitting on the bike. To move weight backwards, when going down a hill for example, I simply lean backwards.

Another benefit of sitting forward is that I am within easy reach of the hand controls; if I did happen to pop the clutch and opened the throttle at the same (as beginners tend to do) the bike is not as likely to get away from me.

If sitting too far back on the seat was the number one error in riding technique, riding with drooping toes is a close second. Frankly there is no good excuse to ride this way, it is just plain lazy, not to mention extremely dangerous.

In this picture we can see how NOT to position our feet when riding. Any time you are riding with your feet below the level of the foot pegs you are asking for trouble.

In the woods there are many different hazards that could catch you toe and possibly break your ankle, ranging from rocks, roots, and the most dangerous of all, stumps.

Here the foot is properly positioned, not only to protect my foot from hazards on the forest floor but to allow ease of use of the foot controls. Because I am sitting forward and my toes are up on the pegs, sliding my foot under the gear selector will be far easier, even with big clunky motocross boots.

Operating the rear brake is a simple matter as well. Simply bring your foot forward, hit the side of the engine, and gently press downwards with the side of your foot and you will never miss the rear brake again.

Once you are done with the rear brake be sure to return your foot to the proper toe up position in order to protect your foot and not accidently ride your rear brake until the next time you need it.

In Allan's next column we will take a closer look at the legs and arms and their role in the sitting attack position. Until then sit forward on that seat and for heaven’s sake keep your toes up on those pegs!

Sneak Peek - New Husqvarna 450

2010-04-27T04:09:00.000-07:00

We've gotten a bunch of sneak peek pictures from Husqvarna of an all new 450!

According to Husqvarna they've been hard at work on an all new 450 that will combine a technically advanced motor with an all new chasis.

The photos were taken during a test at Crossodromo Malpensa (VA - Italy) where Husqvarna's tester Andrea Bartolini and our official Husqvarna rider, Alex Salvini have been working with our engineer Pierluigi Zampieri ( Racing Department Manager) to develop the motorcycle before the official debut that will follow in a few weeks. Possibly at the next round of the Enduro World Championships in Italy.

About Husqvarna: This company with Swedish origins (now based in Italy) produced bicycles before they started making motorcycles way back in 1903. The motorcycles made by Husqvarna are commonly referred to as "Husky's". Today the company mostly produce motocross, enduro, and supermoto style bikes. They were bought by BMW in 2007. BMW have stated they plan to continue to operate Husqvarna as a separate company.

If you want to learn more about Husqvarna and check out their current line up of products check out their website HERE.

Book Review: The Comprehensive Vintage Motorcycle Price Guide 2010/2011 Edition

2010-04-18T16:41:00.000-07:00

A new book has just arrived at Canadian Motorcycle Rider headquarters! It's a comprehensive vintage motorcycle guide in handy pocket-sized form. Compiled by the Vintage Japanese and European Motorcycle Club it's a convenient reference from Whitehorse Press that any vintage motorcycle enthusiast would appreciate.

Think of it as the little black book for vintage motorcycles. Now, it's a little more difficult to judge the values of vintage motorcycles than the typical makes, the VJEMC has conducted hundreds of hours of research for this updated version. They've gotten the opinions of dozens of dealers, auctioneers, collectors, and experts in the vintage field.

The book is updated in include motorcycles that are 15 years or older.

Full details below:

THE COMPREHENSIVE VINTAGE MOTORCYCLE PRICE GUIDE 2010/2011 EDITION
Antique, classic, and special interest motorcycles Model years from 1901 through 1995.

Whitehorse Press is pleased to announce publication of the fourth annual edition of The Comprehensive Vintage Motorcycle Price Guide, compiled by members of the Vintage Japanese and European Motorcycle Club (VJEMC) who collect data from auctions, vintage dealers, marque experts, and internet sales throughout the year.

Designed by enthusiasts for enthusiasts, it includes price data for dozens of motorcycle brands from the U.S. and around the world, from Ace to Yankee and including major marques such as BMW, Ducati, Harley-Davidson, Honda, and Triumph as well as lesser known or more specialized ones like Ariel, Buell, KTM, Pope, and Whizzer.

Each year, the guide is expanded to add another year, so as to be consistent with the VJEMC’s policy of including all motorcycles 15 years old and older in the “vintage” category. Formed by the opinions of dealers, auctioneers, collectors, and experts in the vintage field and confirmed by hundreds of hours of research and data entry, it is the most accurate price guide written for vintage motorcycles. Prices are derived from actual sales between knowledgeable enthusiasts and are given for six quality grades, ranging from rat-bike to like-new.

The guide opens with an overview of which bikes are hot and which are not, with commentary by experts on why prices are changing as they are. It also includes a full description of how each price grade is defined and how to recognize which grade a particular bike belongs in.

Printed in a handy pocket-size, it is the perfect companion to have with you at the next motorcycle rally or auction you attend, or even when you chance upon that rare specimen in a neighbor’s garage or a farmer’s barn and want to make an offer to “take-it-off-the-table” immediately. Just one insight gained from this price quide will earn back many times the book’s cost on your next sale or purchase.

If you're interested in this book get a great price AND help support CMR by purchasing it here:

First ride - 2010 Can-Am Sypder

2010-02-26T16:52:00.001-08:00

My first ride - 2010 Can-Am Sypder

Written by: Dean Parsons

Photos by: Dean Parsons

With all of the recent snowfall and winter storms we've had lately, luckily, today started with a welcomed glimmer of hope. The forecast predicted a partly sunny sky with temperatures just above freezing. I also had a couple hours off in the afternoon.

(A quick stop along the roadside of First Pond (snow and ice covered) behind the Goulds)

Off my side street and onto the main road through the city, I rode on three wheels. The powerful and eager Rotax 998cc power plant in my Spyder hummed, and was more then willing to cruise with a twist of the wrist as I up-shifted.

The afternoon led me through the small towns along the east coat of the Avalon Peninsula, with breathtaking views of the vibrant blue Atlantic, frozen fresh water ponds, and along some nice twists and turns that I'm familiar with. However, this time I'm on three wheels instead of two… and I'm loving it!

Still getting used to the turns on my Spyder, I've been alternated techniques to find what works best for me. So far I like leaning over the seat slightly on the inside of the turn, while pushing my body to the inside by pressing the outside peg. A little more time in the saddle and I hope to be solid with proper body english.

(Nice turns through the hills going into Petty Harbour)

The smiles continued through the coastal towns and to the peak of the point at Cape Spear.

(A photo-op in nice sunlight on the way to Cape Spear)

(My Spyder at Cape Spear - New Lighthouse in the background)

(My Spyder at Cape Spear - St. John’s off in the distance)

From here I trekked into the city once again, through downtown to the top of Signal Hill for a view overlooking the city on one side, and the horizon where the ocean meets the sky on the other. I stopped into an empty parking lot to practice some of the Can-Am suggested Spyder Roadster training techniques; the swerve, engine kill switch, ABS braking and some more turning and hard cornering. VERY different then on two wheels. Then I headed for home, wanting to skip rush-hour before the traffic got too heavy.

(Looking back at Cape Spear from Signal Hill)

Home again, after a mostly sunny sky, the clouds loomed overhead as I pulled in the driveway and got out my garden hose. Shortly after, the clouds cleared again and beams of light cast a glow over my RS. It sat there gleaming in the driveway, wet from a wash-down to rid the salt and winter road dirt and my smile grew a couple more sizes.

The sunlight dropped below the far hills just as I was drying her off, when I noticed ice crystals had formed on the seat from the temperatures which just dropped below freezing. I powered her into the garage and closed the door behind me as I called it a day. A great day and 92 km (60miles) experiencing the "Y" factor, in the middle of Winter, February 10th, 2010; the first real ride on my Spyder.

(Washing off the salt and winter road dirt)

Can-Am Spyder Specs and Details:
- Rotax® 990 V-Twin engine
- 3 Spoke aluminum wheels

- Multi-function guage display

- Storage

- Mechanical Reverse

- Cylinders - 2

- 106 hp @ 8500 RPM (79 kW @ 8500 RPM)

- Torque 77lb-fit. @ 6250 RPM (104.3 Nm @ 6250 RPM)

Transmission options:

1. Manual 5-speed gearbox, true mechanical reverse (SM5)

2. Semi-automatic finger-trigger shifting (SE5)

Wheels and Tires:

Front tire KR21 165/65R14 (13-17 psi) with aluminum 14x5 wheels

Rear tire KR21 225/50R15 (26-31 psi) with aluminum 15x7 wheel

Brakes:

Foot actuated, fully integrated hydraulic 3-wheel braking system

Front: 4 piston calipers with 10.2 in. x 0.25 in (260 mm x 6 mm) discs.

Rear: Single-piston caliper with 10.2 in. x 0.25 in (260 mm x 6 mm) disc.

Also features Electronic Brake Distribution, Anti-lock braking system, and a mechanical foot actuated parking brake that applies to the rear caliper.

Suspension:
Front: Double A-Arm with anti-roll bar, 5.67 in. (145 mm) of travel.

Rear: Swing-arm with mono-shock, 5.67 in. (145 mm) of travel.

Safety and Security:

VBS - Vehicle Stability System

ABS - Anti-lock Braking System

TCS - Traction Control System

SCS - Stability Control System with roll-over mitigation

DPS - Dynamic Power Steering

DESS Digitally Encoded Security System

Dry vehicle weight: 699 lb (317 Kg)

Front storage capacity: 11.62 US gal (44 l)

Max front load capacity: 30 lb (15.9 kg)

Fuel capacity: 7.13 US Gal (25 l)

Type of gas: Unleaded, 87 octane minimum

Seat (top) height: 29 in. (737 mm)

MSRP:
Spyder RS - $19,299

Spyder RS-S - $21,799

2010 Atlantic Motorcycle and ATV Show - A pictorial

2010-02-21T15:42:00.000-08:00

This year marked the third year for the Atlantic Motorcycle and ATV show in Moncton. Produced by Master Promotion, owned by the Motorcycle and Moped Industry Council (MMIC) and Canadian Off-Highway Vehicle Distributors Council (COHV) - the event appeared to be the popular spot for motorcycle enthusiasts to be in Moncton the weekend of Feb 12-14, 2010.

I haven't heard about the numbers that came through but there were roughly 15,000 last year. I don't know that it was quite as busy as last year but if you're a fan of motorcycles you wouldn't have minded - it just meant it was a little easier to get through the crowds and there'd be a better chance you'd get to sit on a few more bikes.

Most of the big manufacturers were there showing off their newest 2010 models. There were a few standout bikes for me; notably the new Honda VFR1200, the BMW S1000RR, a Ducati 1198R, and Patrick Trahan's Dakar prepped Honda.

We took a few photo's and thought we'd share. More content about the show is coming soon.

Quick Look - Johnny Pag FX/3

2010-01-24T12:33:00.000-08:00

We took a little trip to a local dealership in Lower Sackville, NS - Route 1 Motorsports. They've got some Johnny Pag motorcycles in and we took a few pictures. They're not great pictures - just taken with a phone but they'll give you an idea of a model we found most interesting - the FX/3..

The FX/3 is naked style bike, a la, Suzuki SV650 style. The Johnny Pag is aimed more at the beginner biker and perhaps one with a small amount of money to spend. It could also make a great and inexpensive commuter bike. It gets a 65+ mpg and has a curb weight of 350 lbs.

The FX/3 retails for $3,699 new (plus freight and PDI), has a 4 stroke, twin-cylinder liquid cooled engine. The spec sheet says it's a 300cc but a note on the frame sames it's a 270cc displacement.

For more information about Johnny Pag and the other models they're offering in the Canadian market - check out their website - Johnny Pag.

Some favorite books of CanadianMotorcycleRider

2009-12-08T06:54:00.001-08:00

Some favorite books of Canadian Motorcycle Rider

An easy and great gift for that motorcycle enthusiast on your holiday shopping list. Check out some books that get the Canadian Motorcycle Rider stamp of approval. Sure to make somebody on your shopping list happy!

The book includes extensive color-photography and illustrations that help you clearly visualize the concepts and techniques. It's one thing to read how a technique is performed and another to see it being performed so that you know exactly what it 'should' look like.

The companion DVD is a fantastic feature that's included with the book - I know I'll be referring to it again. I want to stress that the DVD alone is worth the price of the book.

Read our full review HERE.

This book is written by Lawrence Hacking; first Canadian to finish the Dakar on two wheels. And at the age of 46 no less! This year he's trying to be the first Canadian to finish the race on four wheels, racing in a specially prepared truck. I'm a huge fan of the Dakar and have been since I can remember but even if you're not you'll still enjoy this book and be amazed at the preparation that a successful Dakar journey takes - not to mention a handy dose of luck.

Be sure to pick up a copy of this book which will give you a fantastic insight into what it takes to be a competitor in the Dakar.

Read our full review HERE

This book is definitely one you should have on your bookshelf. Any motorcyclist would be intrigued by the story of Erik Buell and his 26 years of struggle to make motorcycles better and faster. During the course of those 26 years he introduced some technologies that are now commonplace in motorcycle design. The final chapter of this book was written when the future of Buell was looking better than ever - Harley Davidson shutting the company down wasn't even in their thoughts. Maybe this book will become a collectors item.

This book will make you wish you'd bought Buell, and if you own one already, it'll give you an even better understanding of the man behind the machines.

A must have for any motorcyclist; Neil Peart's book tells of how he dealt with loss - serious loss. He took some time off, and traveled throughout North America - some 88,000 kilometers. For those who don't know who Neil Peart is, well he's the one part of the iconic band Rush. He's a percussionist, composer, lyricist, and author.

Written by Carl Adams, a 45 year veteran of motorcycling himself, this book offers a fairly comprehensive education about dual sport motorcycles. If you want to learn about dual sports this 'the' book to have. It'll easily provide you with the knowledge you'd gain from years worth of riding - and avoiding all the 'bad' habits from the beginning.

Read our full review HERE.

And how about some Canadian content? This bok is written by Jeremy Kroeker. Kroeker is an independent writer who makes his home near the Rocky Mountains of Alberta, Canada. In this book you're taken along for a ride though South America. All reports are that this is a great book, and one that will make you laugh out loud.

It's a very popular book on Amazon so that in itself tells you that there's a lot of people out there enjoying this book.

This is a new one from the "Striking Viking." Newly arrived on our doorstep this one has all the makings of becoming a quick favorite. We've yet to get a bad book from ECW Press!

This one is a little something different. A fascinating look at the world from 1928 to 1936. Imagine traveling around the world during this time frame! I imagine it would be an incredible story. Having read this book, I know it was!

A real treasure of a book.

Scala Rider - Q2 Multiset Review

2009-11-29T10:27:00.001-08:00

Scala Rider - Q2 Multiset Review

I'll admit - I had misgivings about wireless communications system. I assumed that it would detract from the 'zen' of the ride or perhaps affect my concentration. I figured it would take away from the ride. So, I've never once listened to music on a ride much less take a phone call. That is, until I tried out the Q2 Multiset from Cardo.

The Cardo MultiSet Q2 is basically two communications systems that come factory paired so that two people - whether they're on the same bike or on different bikes - can use them to communicate with one another; straight out of the box. They can be used on their own too, or paired with other Scala wireless systems - which could be useful if you're traveling with friends for example. They could be used for ATV's, snowmobiles, dirtbikes, or side-by-side's too. Anything that makes a bit of noise really, as they're designed to be used in a environment with some noise.

My first test with the Cardo system was to use it for a solo ride so that I could be sure I was familiar with its operation. A nice run of about 200 km's of secondary roads along the coast of Nova Scotia near Halifax provided the testing grounds.

What's in the Box:

Two headsets, two helmet clamps, 2 wall chargers, 2 allen wrenches, 2 sets of velcro pads, 2 MP3 cables, 2 glue plates, 2 pre-moistenend towelettes, 2 carry pouches, 4 microphone sponges, and a user guide with warranty and registration form.

The user guide is excellent and gives clear explanations (with pictures) of what each piece is and how to operate the device.

Once the box was opened up and I had figured out what all the little bits were for, the next step was to get it hooked up to my helmet. I didn't want to stick the device to my helmet so I was really hoping that the helmet clamp would work on my Scorpion EXO-1000. The Scorpion EXO-1000 has an internal air bladder that sits between the shell and the helmet padding; there's also a really thick band of plastic along the bottom edge of the helmet where all the pieces are sandwiched together. Well, it took a little persistence but after opening up the clamp as wide as it would go and easing it on with a little pressure (but not enough to break anything) all was well. I tightened it down with the supplied allen key. It is surprisingly secure actually. Pushing on the unit in any direction and there's no movement whatsoever.

Next step is to get the placement of the microphone just right. This part isn't too difficult really - you just have to place the helmet clamp in the appropriate place, the microphone is attached to the helmet clamp via a flexible arm so you can move and twist the microphone into the exact position you want. I couldn't even tell the microphone was there when it was properly placed in my helmet. The speakers are ultra-thin so that they'll fit into even the tightest of helmets.

The Scala Rider system is more than a communication system. It has a FM Radio built in, you can hook it up to an MP3 player through the integrated jack, a voice activated GPS, or a cell phone. These are the features that will make it particularly useful for a wide variety of riders. I synched my iPhone to to the Scala System following the easy to read and clear instructions.

Cardo claims a 1,640-foot range under ideal circumstances but says that typical is range is more like 800 feet. The range of the communicators is pretty impressive even at the typical range. Riders can communicate in full duplex contact (you're able to talk and listen simultaneously) with each other.

Cardo Scala Rider Q2 MultiSet Specifications (Per Cardo)

- MultiSet includes two intercom systems.

- Bike-to-bike Intercom up to 1,640 feet.

- Cell phone connectivity along with FM and MP3 audio.
- 500 meter (1640 foot bike-to-bike intercom range and cell phone connectivity
- Rider-to-passenger communication
- Optional receiving of GPS voice instructions or music from an MP3 player (cable included) or embedded FM radio
- Headset automatically adjusts the sound level
- Incoming calls may be rejected or accepted by voice-control

Pros:

- Easy to read instructions

- Well designed system with all the elements required to get you using the system quickly and with minimal fuss.

- Excellent for business people who commute via bike and need to take calls.

- Very clear communications; I was told from those who called me that reception on their end was excellent too - even at highway speeds.

- An easy way to add music, GPS, and ability to use the phone on the bike. Remember, it's for your convenience so you don't have to answer calls if you don't want to!

- Rugged design that's rain and snow resistant.

- Cardo’s AGC Technology automatically adjusts the volume of the unit according to wind noise.

Cons:

- Lack of volume control with the MP3 player hookup.

- FM tuner didn't seem to pull in strong signals and scanning for stations is done via the volume control which requires a very firm push to operate.

Overall Impressions:

I really enjoyed using the device to listen to music on my iPhone and I even took a couple phone calls. If I was going on a long distance solo trip, or especially if I were riding two-up, or with a group - I'd definitely have one of these systems. If I needed to be readily available via telephone, I'd also recommend it highly. While I didn't test the system with a GPS system I can see that a voice activated control GPS would work very well as it would allow for hands-free use of the GPS.

Now, when you're on a group, or two-up ride you'll be able to communicate with those you're riding with without resorting to high-speed charades. Pit stops and breaks can be easily coordinated. You can warn others in your group about road hazards, or point out some interesting scenery. Even if you're just riding alone the device can keep you connected or allow you to listen to some of your favorite tunes.

For more information about Cardo and the Q2 Multiset you can visit the company website HERE.

Support CMR and get a great deal on the Cardo Multi-set Q2 system by purchasing it via Amazon:

Cardo Multiset Q2 picture slideshow:

Have Rally, Will Travel

2009-11-22T08:31:00.001-08:00

Mike Buehler is a two wheel fan from Newfoundland. He's been riding motorcycles for 15 years and pedally bikes for many many more. He earns a living as an industrial climber among other things and can currently be found recovering from landing on his head. If you can find him at home he's usually riding something fun.

Have Rally, Will Travel

Written by: Mike Buehler
Photos by: Mike Buehler

I have the dreams that many do, dreams of riding in big rallies like the Dakar. You know, just like I wrote last year, riding through the desert trailing dust clouds behind you in countries you’ve only seen in National Geographic.

Earlier this year I got the go ahead from my girl to chase some of these dreams and I immediately went to work trying to make some headway in that direction. Having read “To Dakar and Back” by Lawrence Hacking and Bob Bergman’s first hand account of their respective experiences in the Dakar I sent Lawrence an email looking for some advice.

“Hey Lawrence, do you have any suggestions for someone looking at trying for the Dakar in a 5 year plan?” To which he replied, “go enter the Rally Mongolia, it’s an 8 day offroad rally and it’s the cheapest and easiest of the big rallies.” Ok, sounds like a plan!

Game on, as they say. I dove into planning and dreaming and finding out the price of a plane ticket to Ulaan Baatar. I’m sure I was driving Lawrence a little crazy with all of my questions, but who else did I know that had been there and knew what it was all about? He put me on to Teru of Japan Racing Management to get a rental bike lined up for the event. Now I was really onto something big.

Teru returned my emails in short order and said he’d let me know about a bike. It didn’t take long before he got back to me again with the offer of a Honda XR 400 or 450 all ready to go. That was followed up with the cost of it all-the bike and the rally. It was looking like I could go racing for less than $10 K, which is cheap in this racing world. The really nice travel agent who got me tickets to Argentina found me flight options for about $2500 too.

But how quickly the dreams get put on hold: the responsibilities of a homeowner to an insurance company to keep the home in good repair; for me that was a new roof. So regretfully I emailed Lawrence and Teru to tell them I was pulling out for the upcoming rally, but that I still had plans of getting there next year.

As the year progressed towards summer I picked up a little sideline of work and my first job for this company was going to take me to Japan–Tokyo, the home of Japan Racing Management and Teru the nice guy on the other end of the emails. I got in touch again to ask if I could meet him while I was over there to talk a little about going racing next year.

He replied saying they were spending a lot of time at the HINO factory getting their vehicles ready. Hmmm...must be their support trucks? Sounds good to me. So when I got to Japan and figured out my schedule a bit I dropped him a note and he said I was close to them and he’d pick me up to go to the factory. As we were talking in the car I was asking him what he does mostly to which he replied that he does fundraising for his dad. Ok…for his dad to do what? “Race trucks” And what else do you do? “Drive trucks.” It was slowly dawning on me that he and his dad race trucks in the Dakar! I was a little taken aback at it all, wondering what the hell I was doing there? So off we go to the HINO factory where they’re in full swing getting ready to ship the trucks to South America for the 2010 Dakar. When we roll into the factory he pointed this out to me, where it was waiting for sponsors’ decals.

Ok, here’s me, rally neophyte, basically a nobody sitting in the car with a Dakar truck racing regular wondering where I fell into a worm hole? We drive on a little further and we wind up at the bay space where his dad’s truck is being worked on by their crew of 5 mechanics and they’re packing spare parts in the metal footlockers we’ve all seen on TV when they show the bivouacs.

Teru popped in a video of truck highlights from the 2009 race for me to see and it was an eye opener of just how difficult last year’s event was. We were joined by the head of the Dakar activities for HINO, Shigeo Matsumoto, and he took us to lunch where all 3000 employees eat. I was the only visitor I could see there, but no-one seemed to mind and the noodles were good. I was given a few little souvenirs too:

including one of the products of his search for sponsorship.

After lunch Teru showed me around his truck and like a kid in a candystore of I got my chance to sit in the driver’s seat and see how that felt, I still remember as a kid seeing the random bits of rally coverage on TV and being glued to the bikes and the trucks with no idea what it was all about except that it was riveting. No, he did not give me the keys for a test drive.

These trucks are not small and there is a lot of technology and information to pay attention to by both the driver and the navigator. I was interested to find out that they can change tire pressures on the fly on any wheel; and they have auxiliary oil pumps for extra cooling on demand too. The round yellow button is for the Sentinal system to warn the bikes they’re on top of them; I had instant visions of scenes from Boorman’s “Race to Dakar.”

There’s nothing extra on these machines for comfort and every effort is made to cut weight wherever they can. In the small truck class these particular HINO’s are now underpowered by quite a bit compared to many of their competitors so they have to be smarter to make up for it. Teru must be one of the wileyest drivers out there to have come second place in category last year; not to mention he's never rolled a truck either.

When he was done what he needed to do at the factory for the day Teru took us on our way back into the city, and he asked me if I wanted to stop in at their office? Of course I did, I still wanted to do some planning for Mongolia.

We pulled up outside a small double garage with the office upstairs and the first thing I noticed was the wall of history starting in 1983. I was speechless.

We go upstairs where I’m introduced to the couple of people inside including Yoshi-san: a vibrant and cheerful man. They were doing a short interview for some media type, I figured I’d piggyback on that one.

I was allowed to wander around the little office and ogle the plethora of Dakar icons and memorabilia scattered about and we talked about the various rallies they’re involved with either as drivers or support. I was in awe of Yoshi-san as I realized he has to be one of the ultimate Dakar personalities and this record proves that he’s second to none when it comes to driving trucks.

This record shows just how good he is on the world stage and how long he’s been that good. Teru is no slouch either when you see it laid out on paper like this.

I took my leave to catch the subway home still in disbelief of where I’d just spent my day. Teru and Yoshi were incredibly generous with their time and I the tourist took plenty of pictures to remind myself that dreams can come true.

I know, you’re asking yourself what this article has to do with motorcycles? Well, not a whole lot really, it’s more about these two men I had the fortune to meet who spend a lot of time and effort fundraising to keep their dreams alive and keep racing. It gives me hope that I can fulfill some of mine riding a motorcycle across the plains of Mongolia when August comes. Lawrence Hacking is the only Canadian to have entered the Mongolia Rally and I hope to be the second, if you want to go too just have a look at the organizer’s website SSER.ORG. Maybe I’ll see you there!

There's the very talented Lawrence Hacking top left above from his run through Mongolia in 2007. He's been making good on his dreams forever and has been kind enough to write about them often for us to live vicariously with more to come; that scenery is calling me like a Siren.

But before I can make good on mine they will be making good on theirs and I’ll be able to see some of it on the paltry half an hour OLN dishes out to us Canadians each day of the event. Join me at the TV for Dakar 2010 in cheering on these two hardcore drivers who were nice enough to share their time and space with some random guy from Canada.

Yoshimasa Sugawara

Teruhito Sugawara

Links of interest:

- Team Sugawara

- Lawrence Hacking
- Japan Racing Management

- SSER Organization
- Official Dakar Website

2010 Suzuki GSX1250 - First Look

2009-10-28T18:12:00.001-07:00

For 2010, Suzuki Canada Inc. has announced two new Sport Touring additions to their motorcycle line-up; the all-new Suzuki GSX1250FA and GSX1250SEA editions. Test rides won't be available until next season so for now we'll focus on the specifications and some overall impressions, combined with some details provided by Suzuki.

Actually, we had a GSX1250SEA last year in Canada too; it's hard to tell from the pictures on the Suzuki website but it looks like the fairing and headlight have been revised for 2010. The photo's of the 2010 model look really great. The engine is blacked out for 2010 so it gives the bike a different look as well. It looks a little sportier; a little more athletic to us. It bears a closer resemblance to the more sport oriented GSXR 600, 750, and 1000's.

Based on the big 1255cc Bandit these editions bring even more value to what is already a stellar bargain of a bike. The full fairing, and available luggage turns this bike into a competent sport touring machine with more weather protection than the half-fairing model offered. What remains is the proven chassis and 1250cc engine. The engine is a DOHC, liquid cooled, fuel injected in line four. Plenty of power for touring and to-up riding, yet it's a very manageable bike at the same time.

Boldly styled and impressively powerful, but comfortable and user-friendly. The new GSX1250FA (ABS) provides a full 1255 cubic cm engine to provide ample torque for both the sport and touring focused rider. It features a dramatic, neatly integrated look featuring a distinctive full fairing. With all-round performance and exceptional value, the GSX1250FA is an exciting new addition to the sport touring category with a focus on sporting comfort.

Understanding the versatility and appeal of this new model, Suzuki Canada is also releasing a full touring version (GSX1250SEA) that shares all the key elements of the GSX1250FA with the addition of removable hard side and top cases as well as chromed bar end weights. The easily removable cases allow the transformation of the bike from a touring focused bike to a more sport oriented application.

The headlights are a vertically stacked with multi-reflector halogen bulbs while suspension is by way of 43mm stanchion tube forks in the front and a single shock in the rear. Both the front and the rear are spring-preload adjustable so that you can make adjustments for riding solo or carrying a passenger.

The instrument cluster features a big analog tachometer and a digital speedometer. Just the way it should be in my opinion. You even get a gear-position indicator and shift light.

It also comes standard with a center stand; making chain maintenance much more convenient.

The seat height is user adjustable and has 20mm of range up for down by removing, flipping over, and re-installing a clever mounting spacer between the seat and the frame seat rails.

Key Features
• 1255cc fuel injected, liquid cooled engine tailored to deliver smooth acceleration and broad power, generating peak torque at a low rpm range.
• Functional full fairing, housing vertically stacked headlights and shaped for a neatly integrated look when combined with the fuel tank and tail section.
• Classic tube-frame chassis, with rake and trail chosen for an excellent balance between sporty handling and highway cruising comfort.
• Available on the GSX1250SEA Model Suzuki include a removable matching top and side case combination
• Digital Antilock Braking System (ABS) monitors wheel speed and matches stopping power to available traction.

Specifications*
Engine Type: 4-stroke, 4-cylinder, liquid-cooled, DOHC
Bore x Stroke: 79.0 mm x 64.0 mm
Engine Displacement: 1255 cm3 (1255cc)
Compression Ratio: 10.5 : 1
Fuel Delivery: Fuel injection
Transmission: 6-speed constant mesh
Suspension: Front Telescopic, coil spring, oil damped
Rear: Link type, coil spring, oil damped
Brakes: Front Disc, twin with ABS
Rear: Disc with ABS
Fuel Tank: 19.0 L (4.2 Imp gal.)
Overall Length: 2,130 mm (83.9 in.)
Overall Width: 790 mm (31.1 in.)
Overall Height: 1,235 mm (48.6 in.)
Wheelbase: 1,485 mm (58.5 in.)
Seat Height: 805 / 825 mm (31.7 / 32.5 in.)
Curb Mass: 257kg (567 lbs.) / 273kg (602 lbs.) SEA model
* Specifications not final.

Colors: Candy Blue, Metallic Oort Gray, and Pearl Nebular Black.

Prices:
GSX1250FA : MSRP. $11,799
GSX1250SEA : MSRP. $13,299

For additional articles involving Suzuki motorcycles check out our Suzuki article category HERE.

2009 Digby, Nova Scotia - Wharf Rat Rally in pictures

2009-09-14T06:52:00.001-07:00

CanadianMotorcycleRider took a run down to Digby for the 5th annual Digby Wharf Rat Rally which ran from September 2 - 9th, 2009.

Simply put - it was packed! Downtown Digby, Nova Scotia was completely overtaken by motorcycles. Nova Scotia Department of Transportation was even called in to direct traffic in and out of Digby from the highway.

For a town with a population sitting at around 2,1000 according to 2001 statistics - when about 17,000 motorcycles and 50,000 people come to town - it's a big deal! This is the largest motorcycle rally in Atlantic Canada according to the event organizers.

We stopped in for a few hours on Saturday and tied it in ot a beautiful day of about 550 km's of riding. Here's some pictures from the event for you to check out:

Trail Tours - Offroading in the Ganaraska Forest

2009-08-26T07:20:00.001-07:00

Trail Tours Adventures
- Offroading in the Ganaraska Forest

I'm in Ontario, it's vacation, and I'm up at 6 am. What's wrong with this picture? Nothing at all actually - The early starts is so that I make sure I find my way to Trail Tours; an off-road motorcycle school on the edge of the 11,000 acre Ganaraska forest. This off-road haven is just 20 minutes outside of Peterborough and approximately an hour from where I'm staying in Scarborough. Given my notoriously terrible sense of direction I want to give myself plenty of extra time. There's also the unknown of traffic seeing that's it's Friday and still a workday for most.

7 am - time to hit the road on my borrowed 09 Harley Davidson Fat Bob and get to the highway. Once I hit the road I'm pleased to discover that most of the traffic is coming in the opposite direction and I'm able to motor along at a steady pace. It's also very easy to get to the highway and I don't get lost. Bonus!

Just to skip the chase a little I'll say that Trail Tours is an off-road motorcycle and ATV school - with prices starting at $225 dollars you'll get outfitted in protective gear, get a dirt bike (or ATV), some training, and a have a guide and sweep rider for about 4 hours. That my friends is a great deal! Consider the expense of equipping yourself up for an off-road experience and do the math. It's a heck of a bargain.

The weather's been reasonably good the past few days but warm, and with the heat seems to also come the ever-present threat of thunderstorms and showers. We'd had some rain on Thursday which unbeknownst to me at this point would make for ideal conditions for my day in the woods on Friday - plenty of traction and no dust. Before I arrive at Trail Tours I stop at a gas station to check my directions - I'm a bit early anyway. I spot a nice KTM loaded on a trailer and take a seat on the curb close by. I figure that chances are good that its owner may be going to the same place as me. Turns out I was right - as I started up a conversation with Pat Steed and he's not only going to Trail Tours, he's going to be a sweep rider for the group I end up riding with that day. On top of it he's says that Trail Tours is very close to where we are now, and that I can just follow him in. This day is starting out on a good note for sure!

I ride up the dirt road and we come out in a small clearing at the edge of the forest overlooking a big field with a dirt track. There's some some truck trailers and a portable which serve as the on-site base of operations for Trail Tours. There's also a whole lot of dirt bikes and four wheelers. I can feel the adrenaline start surging with excitement. Oh, yes - this is going to be fun!

After parking the bike I start looking around and checking out the dirt bikes. I chat with Allan, who's been working with Trail Tours for the past 12 years, since he was 14 years old in fact. I also get a chance to talk to the owner, Steve WeyKamp. He's expecting a new addition to the family so, on this day he won't be riding with us, but I enjoy talking with him and he's obviously a great guy who's enthusiastic about what he does.

There's a small group today but I'm told that there's typically anywhere between 20 and 50 riders on a given day. A significant percentage of people who come to Trail Tours are first time riders. Corporate team-building groups are pretty common at Trail Tours too. Most of the people in our group have some road experience on a motorcycle but a minimal amount of dirt bike experience. Trail Tours have the terrain and machinery to accommodate ALL skill levels; from novice to expert.

Time to get the party started!

Everybody gets suited up in the supplied gear; boots, knee protectors, chest and elbow protectors, jersey, goggles, and gloves. There's a discussion of skill level; and whether you've ridden a motorcycle before too. This helps the instructors to group riders with those of a similar skill level.

Steve starts the day off by talking about what's in store for the day, giving the obligatory disclaimers, and a little promotion and thanks to all their sponsors. They're manufacturer supported and get new bikes regularly. The bike I end up on is a Honda CFR 230F. It's a nice air-cooled, single cylinder, 4-stroke mount that's both reliable and just the right size for navigating the trails of the Ganaraska. Sign in starts at 9 am, while the riding starts at 9 am and ends at 3 pm. That's plenty - believe me - it's enough time that you feel that you've gotten your money's worth but not so much that you've ridden beyond the point of extreme fatigue. If you're fatigued, that's when you'll start to make a lot of mistakes. You'll be sleeping fine after a day at Trail Tours. There's a break at noon for lunch (which is typically catered but we end up having some subs and sodas from a nearby sub shop). There's potable water available at the base camp too and you can grab a drink there or fill up a hydration system for the trails.

We start the day of riding off by gathering in field where they've got a circular track set up. An instructor tells us about proper stance on the bike for the various types of terrain we'll encounter. Standing up on the pegs is a typical position that helps you go over rough ground with ease. Through slippery corners, sit down and put your inside leg towards the front of the bike to get your weight forward. We also talk about small objects on the trail like logs, roots, and off-camber terrain and how to deal with them. The instructor watches us as we ride around the track and offers some each of us some personalized tips and advice.

We progress from that to riding, one-by-one, over a small log. We're given tips on throttle control, gearing, and looking ahead. Once we seem to have the basics under control and the instructors are confident - it's off to the woods. There's still some instruction to happen yet though, we practice our straight line braking. First with just the back brake, then with the front brake only, then with the front and rear combined. Stops are long and skids plentiful when using just the back. With the front it's easy to have the front wheel slide out but distances are reduced. Braking with the front and rear combined result in the quickest and most stable stops.

Once we've all given that a shot a few times it's time to practice whoops! Whoops are a series of bumps that are a lot like stationary and rounded waves. That doesn't sound overly fun inducing, but you'll have to believe me - it is definitely a good time! On a high-end and powerful bike such as the KTM the lead instructor was riding you kind of float over the whoops a bit. On our smaller bikes, which have less power and less suspension travel, the bike drops into the whoops a little more. We're told it's best to keep the throttle even throughout the whoop. It does sound like you're getting on the gas a bit harder when the suspension is uncompressed but it's not the case really. Standing is definitely the way to go if you want to have any speed.

Now that we've done a few loops of whoops it's time for the really fun stuff - it's time to be unleashed in the forest! One more quick lesson though - we're told that we'll cross many junctions while riding and it's each person's responsibility to take a quick look back at each junction to see if they can see the person riding behind them; if not, they're to stop at the junction so that the group stays together. If each person does this it saves the lead rider from having to stop the group, double back, and try to find the rest of the group. With hundreds of interconnected trails it can be difficult and time consuming so best to heed the significance of this advice. You'll spend more time riding the trail and less time sitting on it waiting if you do.

On to the good stuff:

The grin on my face is permanently ingrained at this point. I thought the good times had perhaps plateaued, that was before I experienced my first sandy berm. I now know that there are few things as enjoyable as hitting a sandy berm - inside foot extended forward (cranking on the throttle to induce plenty of wheel-spin) and sliding through a corner. I actually let out several "Yeahhhhh's" during these blissful maneuvers. Probably the most fun I've ever had on a motorcycle. I know that I'll return to Trail Tours now that my brain has triggered the endorphin rush that sandy berms provide. I must experience it again!

The Ganaraska forest is huge and the trails are ever-changing - a beaver had blocked our path with his new home at one point during the ride, but these guys know their way around the forest so well it's no issue; they just find another way around. It's shared terrain too and we come across a few other riders, and even a couple people on horseback. The fact that the trails are shared makes it important to pay attention and keep your eyes up, particularly when approaching corners or blind crests. We're told to try to stick to the right hand side of trails and be aware of other users. Good advice.

We ride on some 'easier' terrain in the morning. But after lunch we get into some more difficult and speedy terrain. There's plenty of challenges. There's sandy sections, puddles, mud holes, uphills, downhills, twists and turns, rocks, wide trails, and tough single track that you can just fit your handlebars between the trees. There's no pressure to ride above your limits but if you're quick you'll probably gravitate towards the front. There's no passing and riding is single file but each person gets a chance to take the lead should they want to give it a try.

Another really fun point in the day was a hill climb. Along the route we've taken we come across a relatively steep and sandy hill and we line up and take a shot at getting to the top. It's a bit tougher than it seems and the bike kicks up a huge rooster tail of sand in its wake. The bike floats around in the loose sand. If you look to the sides of the trail, chances are you'll end up there and have to turn around and ride back down for another attempt. Much to my disappointment I didn't make it my first try. I up-shifted near the top of the hill and lost a little momentum, then the front wheel caught a bit of sand and I climbed the bank at the side of the hill and set the bike down gently on its side. Darn! Mere feet from the summit! My next few attempts were successful though. Triumph! It was a really great feeling to get to the top. I experimented with starting in second at the base of the hill and the differences between standing and sitting.

Everybody took a few shots at the hill and most were able to get at least one successful run. It was a little more challenging on the 150cc bikes for sure. Those guys seemed to have a harder time with it.

After a bit more riding around it was starting to become clear that some of us were getting a little tired but we were on our way back to the base camp at this point so we just had to keep our wits about us for a little bit longer. Bikes were dropped and some minor spills occurred but nobody in our group got injured and all the equipment came home in working order too.

When we arrived back at base camp we lined up to be hosed down with the pressure washer. Bikes first - then us! Well, our muddy boots at least. We got the rest of our gear off and returned it to the Trail Tours folks. They take the gear and clean it up on site or send the equipment home for a more thorough cleaning. After it's all cleaned up the gear is put back for the next group of excited adventurers who'd arrive bright and early the next day. We share a few stories about the day and everybody seems to have had a great time and perhaps a little tired from an intense day of riding.

I'll be back!

Without a doubt, my day at Trail Tours was one of the most enjoyable days I've had on a motorcycle. I had a smile on my face from the moment I pulled into the parking lot to the time I left. The instructors were professional and informative, the equipment was well maintained and skill level appropriate, and the terrain is fantastic! Trail Tours and the Ganaraska forest is a short drive for millions of people. They're surely undiscovered gems for most - seriously, what are you waiting for?

Get yourself to Trail Tours - Pronto!

Check out the Trail Tours website HERE.

Here's a slideshow with all the pictures we took. Special thanks to Pat Steed who took the photo's of me. Pat and his wife own and operate Pat's Dual Sport Retreat.

Test Ride - 2009 BMW K1300S

2009-08-10T11:11:00.001-07:00

Test Ride - 2009 BMW K1300S

Putting the ‘Sport’ in Sport-Touring

By Dustin A. Woods, Photos courtesy of BMW Motorad

Dustin Woods is an automotive and motorcycle journalist and a member of the Automobile Journalists Association of Canada (AJAC). Based in Toronto where residents experience two distinct and equally frustrating seasons; winter and construction, Woods is happiest when the city fades away from view in the mirrors of a two-wheeled machine.

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While every motorcycle deserves to be treated with maturity and respect, certain motorcycles simply demand more than others. Even before you have a chance to swing a leg over the brand spankin’ new BMW K1300S, it commands your utmost attention. Much like its closest competitors Suzuki GSX-R 1300 Hayabusa and Kawasaki ZX14, one’s mindset before straddling BMW’s new steed can mean the difference between overwhelming gratification and immediate incarceration. After getting a quick once-over of the updated features of the bike from BMW Motorad’s Robert Dexter, he assured me that the bike can be intimidating but doesn’t take long to warm up to. “It may seem like too much bike now, but after 30 minutes, you’ll want to buy one yourself.” He was right. He was also spot on when he warned me about Ontario’s new ‘Street Racing’ legislation stating, “It doesn’t take much more than a flick of the wrist to break the law on this one.”

Sure enough, not two hours after picking the bike up, I was standing on the side of Highway 10 north of Shelbourne with Ontario’s finest writing me up a ticket with more decimal places than I had deposited into my bank account last month. While the friendly officer was empathetic to my situation, citing that such a bike would be nearly impossible not to speed on, “The law is the law.” He then thanked me for being a law abiding citizen by pulling over as soon as the cherries started flashing. He put it best by saying, “If you had attempted to make a run for it, I wouldn’t have been able to catch you,” as he gave the bike an envious up and down.

With a ticket in my pocket and my tail between my legs, I continued up to Sauble Beach for the weekend - this time with my eyes dropping down to the speedometer much more often than before. Unlike many bikes where you feel as though you are riding faster than you actually are, the K1300S effortlessly sucks in asphalt in stride without any indication that you may be breaking the law.

The combination of excellent wind buffeting, Electronic Suspension Adjustment (ESA), and a powerplant that feels as commanding, smooth and linear as an airliner means that the K1300S is better suited to the Autobahn than the strictly regulated roads of Ontario. Luckily the ESA system (available for $850) can be adjusted to ‘Comfort’ mode to accommodate our sorely neglected road surfaces. The available ‘Sport’ mode is a welcome addition, useful for more spirited riding or trackday shenanigans.

The optional Gear Shift Assistant (GSA) (a $350 option) only adds to the provocation of speed as rifling through all six gears can be made without letting off the throttle, or even engaging the clutch for that matter. I was initially apprehensive about trying out the system as the idea of a clutchless shift gone wrong made me cringe like a visit to the dentist, but the system immediately demonstrated itself to be smooth and competent. The system is particularly useful (and entertaining) when getting up to speed to merge onto the highway.

Shortly after my run in with smoky, dark ominous clouds began to approach and the sky opened up with a vengeance. It was then that I experienced the comfortable touring aspects of the bike. Even with the endless power and performance of the K1300S, it never felt erratic or out of control. In fact, I could easily spend a full day flogging it on the track or riding two up on a long weekend road trip because it is simply that versatile.

On several occasions over the course of my eventful cottage excursion where hard braking was needed, the ABS demonstrated itself to be shockingly good. While I likely wouldn’t have the cajones to test the Anti-Spin Control (ASC) on dry pavement, it actually came in handy while negotiating rain soaked streets. The K1300S comes with many great options as standard equipment such as the aforementioned ABS and dual mode grip warmers. It may be June but after a run in with Mother Nature and with the sun beginning to set, the warm grips made the closing minutes of my ride considerably more comfortable and safe by keeping my wet hands warm and dexterous.

After my week was up with the updated 2009 Hayabusa last summer, I drove straight to my masseuse to remove the knots in my shoulders and kink in my neck. As much as I enjoyed riding the bright orange ‘Busa, it wasn’t exactly comfortable for my six-foot-one frame for extended periods. Quite the opposite was true with the BMW as the first thing I wanted to do after getting off the bike at the end of a trip, was get right back on it and keep riding. Not only is the K1300S more versatile than the Hayabusa, but it is also lighter and more powerful. Tipping the scales at 254 kg, the big K is now both the lightest and most powerful heavyweight contenders in its class. The downside of that is that it isn’t exactly a fuel miser - not that anyone in the market to buy one would actually be dissuaded by this realization.

While there was no shortage of moxie in the previous K1200, there were a number of complaints regarding inconsistent throttle response which was later attributed to poor fuel mapping. No such power robbing gremlins reared their ugly heads during my experience over the course of nearly 1,000kms on the new 1300.

Displacement has also been upped from 1157cc to 1293cc, which was accomplished by adding a 1mm overbore and 5.3mm increase in stroke. Power has therefore increased seven horsepower, bringing output to 175 hp and 103 ft-lbs of torque. Throttle response has therefore been improved and with the glitches removed, the K1300S is a force to be reckoned with.

Another welcome update to the K series was the discontinuation of BMW’s traditional three switch turn signals in favour of the more user-friendly left-thumb-only configuration. While many Bimmer purists may cringe, I find the new switches to be a God send compared to the previous system.

Boasting standard features like ABS and optional innovations like Gear Shift Assist, Anti-Spin Control and Electronic Suspension Adjustment at an MSRP of only $16,650, the K1300S is competitive entry in a ferocious market. If you happen to be looking for a big bore sport-touring steed, this means you now have one more dealership worth visiting in your search.

Cruising with a guy named Fat Bob

2009-07-20T12:50:00.001-07:00

Cruising with a guy named Fat Bob

5 days, 4 nights - that’s the amount of time I had with a black pearl Harley Davidson motorcycle going by the the name of “Fat Bob.” A member of the DYNA family of Harley’s, and introduced in 2008, it’s a stretched out and unapologetic motorcycle. You won't find any frilly leathers, unnecessary add-ons, seat heaters, ipod attachments and nor will you get any protection from the elements. It's just you and the road and that's obviously got some appeal judging from the abundance of Harley's on the roads.

The Fat-Bob might look strictly old-school but there are some modern touches under the skin whilst maintaining a minimalist and custom look. The cables run inside the V-shaped stainless drag-style handlebar (which are larger diameter than normal because of this). The bars are smaller diameter at the grip but the grip itself brings the diameter back out to the size of the bar everywhere else. It helps to have a large hand if you want to be able to wrap your fingers solidly around the bar.

Another example of the technology lying beneath the surface of the Fat-Bob is that if you buy the optional $440 security system you don’t even need to use a key to start this bike. Well, I should say you have to use the key to put the bike in the ignition position or as I say the 'at the ready' position but the key fob features a proximity sensor so once this is done you can put your keys in your pocket. Then, just put the dial switch in the ignition position with your hand (there's also an 'off' and 'accessories' position), wait for the electronic fuel injection whirring sound to complete its cycle, thumb the starter and the big 45 degree v-twin burbles to life. When you stop to get off, hit the kill switch, turn the ignition switch off and walk away with the key still in your pocket. The security system automatically arms. If you're leaving the bike for a while its probably a good idea to use the key to take the bike out of the 'at the ready' mode and lock the steering particularly if you're leaving it in unmonitored areas to make it tougher for unscrupulous folks to roll it onto a waiting truck. The security system includes an immobilizer in North America and and an immobilizer and siren outside that region.

Starting this big twin produces a very satisfying, deep and distinct, Harley-Davidson potato-potato rumble. That rumble resonates through a two-into-one-into-two exhaust. The exhaust is shiny chrome; there's carefully placed protective covers where your legs might easily touch featuring oval venting slots in the outer skin, purposely designed to resemble the cooling vents on a Tommy gun. It still gets a little warm though so watch yourself.

The Fat Bob comes from a line of bikes pegged between the big touring FL bikes and the XL Sportsters - the FX series. Mating the lighter front end of a XL to the FL frame produced a family of five FX bikes, renamed as Dyna's in 2006. The Fat Bob name comes from the fat 18.93 litre tank, with centre console, and bobbed rear fender.

The fenders cover up tires that HD commissioned Dunlop to produce specifically for this bike. The rear end has a beefy 180 profile tire on a 16" slotted disc cast aluminum wheel while the front is a 130/90-16 on a solid disc cast aluminum wheel. It's the front tire that really seems to stand out - it's a really fat front tire for a production motorcycle. I must say that it looks and feels right on this bike and contributes greatly to its handling and stability. I came across several stretches of highway and secondary roads with chewed up pavement. Bikes with narrower tires tend to wander on that type of surface as the contact patch tries to find the flat point on the road. Another infamous Canadian road hazard; tar snakes, are handled in stride. You can feel these imperfections but the Fat Bob just rolls right over them.

As one might expect, "Fat Bob" isn't a lightweight and checks in at 703 lbs fully fueled. But, it's pushed along by a big 96 cubic inch (that’s 1584 cc’s), air cooled engine - which does so with ease. It's good for a whopping 92 ft-lbs of torque at 3,000 rpm and mated to a 6-speed cruise drive transmission and belt final drive. Cracking open the throttle give you the sensation that you've just been launched from a sling-shot. A tough feeling to describe, but believe me - it WILL put a smile on your face!

So, you're probably wondering - how fast will it go? The answer is pretty fast, you can break the speed limit on any Canadian highway without breaking a sweat. I didn't feel the desire to try to ride fast on this bike though. The 60-100 km/hr range seemed to be a real sweet spot that the bike was more than happy to plod along at all day; I was happy to oblige, stick to the speed limits, and enjoy the ride.

It was a pleasant surprise just how nimble the bike was once under power. The big v-twin will nearly pull away from a stop with just a slow release of the clutch. The engine in this bike is larger than the one in my old Civic hatchback! So it needs to be treated with respect even though it's remarkably easy to ride. Despite its heft the bike is a breeze to maneuver at low speeds, amazingly so even. U-turns and parking lots are nothing to fear. The only time this bike is a handful is when you're trying to push it around a parking lot - so park wisely.

My loaner was equipped with forward foot controls but mid-mount controls are also available as a factory option. I've got a 32" inseam and the forward foot controls were a little bit of a stretch and during extended rides they did put my hip flexor muscles to the test. Despite the slight stretch it is a pretty comfortable position so definitely don't rule it out, especially if you've got a longer leg. The seat height of 663 mm (26.1 in) is very low and being able to touch the ground flat footed won't be an issue for just about anybody - reaching forward mounted controls would be an issue long before seat height.

From the riders perspective the seat is deeply sculpted and quite comfortable. There's support in the rear and I'd describe it as being almost tractor style in shape. With the forward mount controls, adjusting your position means you've got to pull yourself toward the front tire using the handlebars because you can't use your legs to do it. Behind the rider the seat tapers to a narrow point over the rear fender. Reports from my passenger indicate that it's not as comfortable as the rider's position. In stock trim, there's nothing for the passenger to hang on to except the rider and it's difficult to shift your weight. A sissy bar (basically a backrest) is an available option that you might consider if you regularly have a passenger, otherwise they'll have to hang on tight! A lower body massage does come standard courtesy of the v-twin rumble.

Instrumentation on the Fat Bob is excellent and packaged into a large, round, tank mounted gauge. The round gauge includes an odometer, time-of-day clock, dual tripmeter, fuel gauge with low fuel warning light and countdown feature, low oil pressure indicator light, engine diagnostics readout, LED indicator lights, and 6-speed indicator light. A discreetly placed button on the left side of the gauge lets you toggle through the display features.

The only thing missing from the instrumentation is a tachometer. It's not really an essential bit of information given the torque this motor produces. You're never too far from being in the proper gear. The 6th gear light is an especially useful feature that illuminates a small indicator when in 6th gear. That's a helpful bit of information on the highway and puts an end to checking if you've got that one last gear left. The gas cap on the left hand side has a fuel indicator while the right hand side is the one you remove to gas up. By the way, there's even a Harley-Davidson logo stamped in the steel of the inside ring of the gas tank! Harley logo's are everywhere on this thing!

Stopping power is provided by dual disc, 4-piston fixed brakes in the front, and a 2-piston torque-free floating disc in the rear. Black stainless steel braided brake lines come standard. When you're on a bike this large you need to plan ahead a little when stopping so be sure to pay attention to traffic ahead of you. Combining liberal application of the rear brake with the front keeps things level and seemed to produce the most comfortable stops for me. Don't jam on the front brakes without using the rear as well as you'll quickly overburden the front suspension.

Suspension is by way of telescopic forks in the front while the rear consists of a twin sided swing arm with chromed shocks. The suspension on my loaner wasn't tuned for my weight so comments about it could vary from your personal experience. Over rough pavement and sharp bumps the suspension seemed quite firm. Have your dealership properly set up the suspension for your weight and type of riding.

In conclusion:

My daily rider is a Honda VFR 800 - a sport touring bike - so the HD Fat Bob is obviously a huge departure. After putting about 650 km's on this bike I must say that I was a little sad to have to give it back. One gets a feeling of invincibility riding this American made motorcycle. I felt pretty cool, like I was king of the road. One thing is certainly true - it draws the attention of other motorists and people of all ages. I don't get nearly as many "Cool bike" comments on my VFR. Plus that torque and v-twin exhaust note is highly addictive. 650 km's was enough to see some of the attraction of these big cruisers - enough to know that I'll jump at a chance to ride anything Harley makes in the future.

Specs

MSRP starting at $ 19,059 for Black and $19,499 for color
2329.94 mm

- Length or a little over 7.6 feet long.
- Dry weight 303.77 kg (~670 lbs)
- Wet weight 318.88 kg (703 lbs)
- Fuel economy (claimed) 4.44 hwy / 6.92 city per 100 km's
- Torque 124.75 Nm @ 3000 rpm
- 2-year unlimited mileage warranty.

Special thanks to Harley-Davidson Canada

Quick Hit and Slideshow - 2009 Yamaha TMAX Scooter

2009-07-07T09:43:00.001-07:00

Quick Hit & Slideshow - 2009 Yamaha TMAX Scooter
Written by: Dan M

I'm sure you've all heard the jokes about scooters and perhaps you've ignored them because of the stereotypes often associated with them. Whatever the negative stereotype is that's keeping you from hopping on a scooter; GET OVER IT. Not only are scooters much cheaper to operate than automobiles, they're extremely practical, and they're an absolute blast to ride!

The 2009 Yamaha TMAX is new to Canada but has been available in Europe since 2001 where scooter riders have been buying them up en masse. Revamped in 2008, the TMAX now has a sporty aluminum chassis and, dare I say it, sport bike like bodywork and upswept muffler. This size scoter falls into the maxi scooter category and unlike the little 49cc scooters or even some of their larger brethren you're not limited to city, or secondary roads. Maxi scooters have the stability and power to comfortably get you whereever you want to go and whatever road you want to get their on. 2-up cross Canada trip? - the TMAX will do it with ease!

The TMAX has a liquid cooled, DOHC 499cc parallel twin engine pumps out a claimed 43 horsepower and 34.2 ft-lb of torque @ 6,500 rpm. Not earth shattering by motorcycle standards, but more than capable of propelling you at and above the speed limit on any Canadian road or highway; even if you've got a friend along for the ride.

If safety and performance is a key consideration you'll be pleased to know that the TMAX has R6 sportsbike derived brakes, with twin, monoblock four-piston front calipers and single-piston rear caliper, and a trio of 267 mm discs. If you want to stop, you can do it in a hurry; a single finger is all it takes to bring the TMAX down from speed. It doesn't feature ABS.

A huge 43mm fork up front and a single shock swingarm in the rear ensure a sportbike like ride and that road imperfections are taken in stride. 15" cast aluminum wheels with 120/70R15 front, 160/60R15 rear tires further highlight the motorcycle like package offered by the TMAX. The larger rims help with stability at higher speeds too.

The 2-piece windshield provides excellent wind and weather protection. The upper portion of the windshield features a "hard coated" finish for scratch protection. Dual 60/55-watt halogen headlights provide a bright beam of light to guide your way through the night and give the TMAX a sporty, sleek, cat-eye image.

In terms of comfort there's lots of legroom and a spacious cockpit. A seat height of 800mm (31.5'') should suit a wide range of riders. The rider portion of the seat features a 3 position back support for even more comfort and allows the rider's position to be adjusted forward or backward to add or reduce leg room.

A few things you'll immediately notice when hopping aboard the TMAX is the step through design common to scooters. It feels a little unusual at first if you're coming from a motorcycle background but I found the adjustment quick - within mere minutes I was feeling comfortable and enjoying the sporty handling. Another feature that's not as common on motorcycles is the fully automatic, CVT (constantly variable transmission) V-belt transmission. There's no gear changes to worry or think about. You're always in the proper gear and the transmission ensures easy "twist-the-throttle-and-go operation". This is especially convenient if you're a commuter or riding within the city. Stop and go traffic, and low speed maneuvers are performed effortlessly.

What about economy? Well, the TMAX features a 15-litre fuel tank and as you might anticipate it gets great gas mileage; 56 mpg or 20kpl is claimed by Yamaha. That gives you a theoretical range of approximately 300 km on a single tank. Gas prices are all over the map at the moment but lets say you're getting $1 a litre gasoline to make the math easy. That's $15 bucks to travel 300 km! You should also factor in insurance costs and scooters are generally easily insurable and at affordable rates.

On the practicality side - one of the great features of the TMAX is its lockable underseat storage. It has a large, locking under seat storage compartment can easily hold a full-face helmet. A vanity light is provided in the rear section of the trunk which is a nice touch when unloading in low light.

A multi-function instrumentation panel gives the rider all sorts of useful information. It includes analog speedometer, temp and fuel gauges with illuminated needles. Tach, odometer, dual tripmeters, clock, fuel tripmeter are digital. There's even a V-belt wear indicator warning light and an oil change indicator light too.

If you're a motorcycle rider and want the storage you get straight out of the crate with the TMAX you'll at least have to invest in a top box which also changes the appearance of the motorcycle. It's integrated into the styling of the TMAX. That makes throwing your laptop, work files, groceries, rain gear, helmet; whatever so much easier on the TMAX. The sporty performance it offers is also within the realm of many motorcycles and handling capabilities that exceeds that of many motorcycles. Those traits should make the transition from motorcycle to scooter quite a bit easier for traditional motorcycle riders. If you're a newcomer to two-wheeled riding, well, you're in for a treat!

2009 Yamaha TMAX
MSRP of $10,499
Wet weight 222kg (488.4 lb)
Colors: Dark Metallic Blue,Reddish Yellow

An instant rebate of $500 is available until September 2009 - see Yamaha's website for details.

Roads Less Travelled - Touring Ontario: Algoma Country

2009-06-26T05:44:00.001-07:00

Roads Less Travelled - Touring Ontario: Algoma Country

By Dustin Woods, photos by Robert Stimpson

Dustin Woods is an automotive and motorcycle journalist and a member of the Automobile Journalists Association of Canada (AJAC). Based in Toronto where residents experience two distinct and equally frustrating seasons; winter and construction, Woods is happiest when the city fades away from view in the mirrors of a two-wheeled machine.

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While there are many fair-weather motorcyclists who are content to tear up the same local tarmac week after week, there are others who constantly gaze towards the horizon, ever searching out new roads that will prove more picturesque and challenging than those outside their front door. There are thousands of astoundingly beautiful, scenic routes across this great continent that await those who are willing to take the time to search them out. After all, nothing ventured, nothing gained. One such riding destination exists between Lakes Huron and Superior known as Algoma Country.

Millions of years ago, during the Precambrian era, a multitude of lakes and rivers were carved out of the earth, creating unique rock formations and stunning views amidst the landscape. Much of this incredibly diverse and distinctive geographical entity remains virtually untouched, allowing a co-existence with nature unseen in most of the world.

A total of 11 National parks as well as nature and wildlife preserves span this landscape where it is not uncommon to come across foxes, deer, hawks, moose or beavers during a ride. This isn’t just tourism department PR either, as I was fortunate enough to come across much of the aforementioned wildlife firsthand during my brief experience in the area. Lacking in gridlock, road rage and even streetlights for the most part, this area has become a playground for nature and motorcycle enthusiasts alike.

There are many reasons why riders may avoid venturing too far from home; kids, pets, work obligations, or even the belief that they will have to ‘rough it’ while on the road. While enduring the lack of cleanliness in truck stop restrooms is something that is difficult to avoid during long road trips away from metropolitan centers, there are a variety of options available for lodging in Algoma Country. Whether you want to experience the pristine wilderness firsthand by camping under the stars or enjoy the indulgence of a pool, hot shower, wireless Internet and satellite television, you are likely to find accommodations that suit your needs. You won’t find a Ritz Carlton for hundreds of miles, but you won’t find the exorbitant cost or pretension that often comes with such luxury hotels either. Friendly, down to earth locals offer unsurpassed northern hospitality to the point where it is not uncommon for proprietors to open up their own homes to complete strangers when their motels are filled to the brim during high season.

An active gateway to the north, Algoma Country also offers access to eco-adventures, canoeing, kayaking and some of the finest fishing lodges in the world – that is if you ever want to get off your bike. For riders who wish to combine their two-wheeled touring with sight-seeing or outdoor adventures, there are many great places to be found. Whether you want to wait out a thunderstorm for a day or just indulge your inner tourist, Algoma Country also has many activities no matter what your interest.

The Algoma Central Railway offers year-round tours through 22,000 square miles of wilderness, including the world`s largest natural wildlife game preserve and the Agawa Canyon. Passengers witness some of the most scenic, pristine wildreness in the world, all from the comfortable cabin of a luxury train. After arriving in the Saulte following an eight hour bike ride, I decided to give my butt a break by stopping in to the Canadian Bushplane Heritage Centre. Home to antique and historic aircraft, interactive displays and simulators, the Heritage Centre spans 25,000 square feet and can easily occupy hours of your time while waiting for rain to pass or fog to lift.

Having only a couple of days to spare in the area, we decided to tackle the Grand Circle Tour, although there are many options for routes depending on how much time you have. We ventured out from Algoma`s Water Tower Inn where we stayed in downtown Saulte Ste. Marie. While travelling by motorcycle can create a multitude of hassles when it comes to washing, storage and safety, the Water Tower Inn is no stranger to motorsport enthusiasts all year round. Located behind the grand hotel is a locking, secure storage and maintenance facility to keep machines away from the elements as well as prying eyes. Ditto for the Lakeview Hotel in Wawa.

Boasted as one of the top ten drives in all of Canada, the trip from Saulte. Ste. Marie to Wawa Ontario follows the coastline of Lake Superior along Highway 17. No two turns are the same with each one offering a new view of the great lake. Our scenic afternoon ride to Wawa (yes, we saw the giant goose) was broken up by lunch at The Voyageurs` Lodge and Cookhouse, as well as a few stops for photo opportunities and restroom facilities. After parking the bikes directly outside our private cabins at the Wawa Motor Inn, we changed out of our riding gear and headed off to the Best Northern Resort for a truly memorable meal.

Bright and early the next morning, we topped ourselves up with Tim Horton`s coffee and our bikes with gas to set out on a totally different day of riding from the day before. Where Highway 17 boasts wide open views of Lake Superior, Highway 101 towards Chapleau darts inland providing tighter turns and an equally impressive backdrop with sparkling rivers and mountain ranges. After topping up the bikes and ourselves in Chapleau, we set off down Highway 129 back towards the Saulte, stopping first in Bruce Mines and then St. Joseph Island. The most western of the Manitoulin Islands, St. Joseph Island resides within the channel between Lakes Huron and Superior and offers a combination of majestic views and small town hospitality. Home to one of the Friday the 13th destinations, the Hilton Beach Inn is often a favored destination for bikers of all kinds.

Regardless of whether you are just starting out on two wheels or are a seasoned veteran, the stunning landscape and smooth roads of Algoma Country will keep you entertained for as much time as you have to invest. The motorcycle-friendly accommodations offer high value with surprisingly little expense, which makes the trip all the more worthwhile during these difficult economic times.

So this summer, instead of doing the same old loop week in and week out, head up to Algoma Country for a change of scenery - you won`t be disappointed.

Buell 1125's and Ulysses XT - in pictures

2009-06-18T15:57:00.000-07:00

My local Harley Davidson dealership (Privateer's Harley Davidson) was frequented today by a bunch of folks looking to get a ride on a Harley Davidson or Buell in what was the most recent stop of Harley Davidson's cross Canada demo tour. It was a fantastic day for it; the weather was beautiful; warm and sunny with not very much wind.

I was lucky enough to get to ride some Buell motorcycles. I've been wanting to test out any bikes with the new liquid cooled, Rotax built, 1125cc, v-twin engine based models. Especially since I've just finished reading 25 Years of Buell. Great book by the way! Definitely recommended reading.

As luck would have it I got to ride a 2009 Buell 1125R and the 2009 1125CR. For good measure, and to see what the differences were, I also tried an air-cooled, 1200cc thunderbolt based Buell; the 2009 Ulysses XT.

The difference is HUGE! I expect that you'll be seeing more 1125cc based bikes from Buell in the future. It's a fantastic mill that makes plenty of smooth linear power. It's easy to ride even at very low speeds. (In the fall of 2008 new engine spark and fuel calibrations were released for 2008 models - the calibrations can be downloaded at your local Buell dealer free of charge.) I barely had a need to get the bike into third at highway speed. The two 1125 based machines were particularly light feeling bikes that felt very nimble and flickable.

And now without further ado. Here's some pictures and some additional thoughts and comments about the bikes:

2009 Buell 1125CR (Cafe Racer) - Click the small symbol in the lower right to access our Comments about each picture.

2009 Buell 1125R - Click the small symbol in the lower right to access our Comments about each picture.

2009 Buell Ulysses XT - Click the small symbol in the lower right to access our Comments about each picture.

Special thanks to:

Privateers Harley Davidson - Halifax, NS for hosting the event. They've been named Canadian Harley-Davidson® Retailer of the Year for the third year in a row for 2008.

Harley Davidson Canada - for providing the bikes and all friendly folks helping everybody have a Harley/Buell experience.

Test Ride - 2009 BMW K1300GT

2009-06-11T08:08:00.001-07:00

Test Ride - 2009 BMW K1300GT

Photo's - some taken during demo and others are BMW supplied

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Special thanks to Atlantic Motoplex in Dieppe NB for the generous use of their Red Apple Metallic BMW K1300GT demo bike. These guys are great and their shop is full of bikes you'll
want in your garage. Go check them out. If you're in the market for a new BMW, Ducati, or Yamaha contact Troy Leblanc @ 506) 383-1022. Tell'em CanadianMotorcycleRider sent you!
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BMW K1300GT; A bit of a dull name for something that sets the high performance touring bar so high. One would think it deserves a name more fitting of its greatness! I guess it's tough to distill all the things that make this bike what it is into just one simple word, so K1300GT it is. Let it be known though that behind that name lies a bike that you can pretty much 'do it all' on - a short cruise around town or a trip across Canada; the BMW K1300 GT is ready for it. To tell you about all the features and technology packed into this machine would take a large book - we're going to hit what we feel are the highlights.

If you want a simple bike without a lot of safety features or technology then this might not be the bike for you because this bike is packed with gee-whiz features. These gee-whiz features are not obtrusive; quite the opposite, they make this bike incredibly comfortable and safer to ride. Anything that keeps you comfortable and warm improves safety and control. As romantic as the thought of riding a hard-tail old-school bike with the barest of necessities is, the K1300GT is undeniably going to be a lot more comfortable and arguably a lot more fun if you plan on riding more than a couple hundred kilometers.

Controls

Not the least hyped and discussed of changes for this new model is the change from BMW switchgear with its left and right activation and right side cancellation buttons. That previous system is gone from this new model and in its place you've got the traditional left side control for signals. I've been told by many BMW riders that you do quickly get accustomed to it - and it does still remain on many BMW models, but I find the right thumb cancellation and signal activation challenging to get used to. I find myself being a little less than smooth because I'm trying to get my thumb on the switches as I'm rolling on or off the throttle. No such worries on this model, there's no acclimatization period - things are just where you're accustomed to if you're coming from another brand.

There are a quite a few controls on the left hand side now, but it still makes sense (to this rider at least) to place such frequently used switches on the side that's not already busy controlling the throttle. It's all well designed and labeled so riders should have no trouble with the switchgear despite all the options at their fingertips.

Many may scoff at an electronically adjustable windscreen initially, that is, until you discover how incredibly useful it is on a touring bike, or any bike that you're going to hit the highway on for that matter. It was windy and gusty the day I rode the K1300GT and I was experiencing some buffeting - my head was shaking noticeably from side to side. Buffeting affects your ability to see properly, causes fatigue, and makes the experience of motorcycling, well, just a little less enjoyable. A quick flick of the thumb and I dialed in the perfect windscreen height to deflect wind blast so it just rolled over the top edge of my helmet and 5'10" frame. Buffeting gone!

I tried adjusting the windscreen up and down slightly at various points of the highway stretch of my ride just to be sure it wasn't just a change in wind that was making the difference - no - the windscreen adjustment was definitely the source of the increased comfort. You have 100 millimeters (or near 4" of adjustment) at the push of a button. Brilliant! It adds some complexity and expense but you'll be spoiled after having this feature.

Protection and Ergonomics

The fairing on the K1300GT serves its purpose well doing an admirable job of protecting your body and legs from the elements. Knees tuck in nicely behind its angular shape. I didn't realize just how much wind was being directed out around my legs until I stuck my knees out to determine just how effective they were. I could barely feel the wind at all with my legs tucked in behind the fairing. Very nice!

The frontal protection offered on this machine is substantial and would certainly make riding in unpleasant weather (ie: rain, wind, cold, or some combination of those) a little more enjoyable though. I did find that the pegs were back a little bit further than I was used to and on a couple of occasions I was hunting for the clutch with my toe - bumping the lower portion of the fairing. A minor issue that would no doubt disappear with a little more seat time.

Speaking of the seat, this one is wide, comfy, and flat. It doesn't push you onto the tank at all. Seat height is easily adjustable by a mechanism under the seat and offers three settings. I was using it on it's highest setting. With my 32" inseam that height suited me just fine. The seat steps up for the passenger so they've got some space to move around without impacting the comfort of the rider. They passenger has some solid, integrated hand grips to hang on to as well.

The grab handles have some adjustability front to back should you so desire. Behind the passenger is a plate that can be used to mount gear on when touring, or perhaps a top box. The K1300GT I rode also had heated seats - another very nice feature that helps boost comfort and extend the riding season a little. The rider and passenger have their own independent control over what temperature they want. The drivers control is on the right switchgear which the passenger control is a small switch located on the right hand side of the bike between the back of the seat and the gear mounting plate.

The handlebars are adjustable for height and coming towards the riders body covering a range of 40 millimeters (almost 1.6") allowing you to easily customize the height of the bars to your exact preferences. The height of the handlebar is adjusted via a mechanical thread-and-bolt setting making it pretty simple and convenient.

Engine & Drivetrain

The K1300GT features a new 1,293 cc engine and a host of improvements over last years 1,157 cc model. The K 1300 GT boasts 160 hp at 9,000 rpm with 99 ft-lbs at 8,000 rpm. In addition, BMW claims that 80% of max torque is available as early as 3,500 rpm. Last years K1200GT produced a claimed 152 horsepower at 9,500 rpm and 96 ft-lbs at 7,750 rpm. I haven't ridden a K1200GT but I can tell you that this inline 4 is deceptively fast. It's not a feather light bike and it feels substantial when you sit on it or if you have to back it up in a parking lot but as soon as you're under power the weight disappears and the bike feels as nimble as a ballet dancer. It doesn't feel big at all.

As one might imagine from BMW, the engine and drivetrain are delightfully smooth. One thing you'd better do is keep an eye on that speedometer or you might find yourself in trouble with the law. Highway legal speeds come and go very quickly, and comfortably, on this bike. 110 km/hr feels like a slow walk and there's plenty in reserve at that speed. The clutch shifts with ease and no big clunks as you notch it into place. It oozes quality and precision.

A maintenance-free shaft drive ensures you won't have to worry about chain adjustments or dealing with lubricating a chain. Shaft driven pretty standard in this class of motorcycles. The BMW unit is anything but standard though. This is about the smoothest shifting and running motorcycle I've had the pleasure of riding. No doubt the hydraulically operated multi-disc wet clutch, and six speed synchromesh gearbox contribute greatly to this remarkable smoothness.

Suspension

The bike produces practically no dive under braking because of its optimized Duolever front-wheel suspension. The Duolever has a newly designed lower longitudinal arm - made of aluminum instead of steel which brings down the weight by 2lbs. That may not seem overly relevant in a bike weighing 635 pounds full of fuel but every pound counts. Consider that it's unsprung weight too and if you drop pounds on a bike that's the best place to do it. In the rear you've got the Paralever single-sided swingarm that incorporates final shaft drive.

BMW’s new ESA II (Electronic Suspension Adjustment II) suspension is also available on the K 1300 GT as an extra cost option. This allows the rider to adjust the suspension at the touch of a button to optimize the suspension based on the load you're carrying; whether it's just you riding solo, solo with luggage, or you've got a passenger and luggage. These settings that are represented visually on the LCD situated between the conventional speedometer and tachometer by a single helmet, a single helmet with a suitcase, or two helmets with a suitcase symbol. Damping is user-selectable on-the-fly and at the push of a button you can ride in Sport, Normal, or Comfort mode to suit your riding style. Very useful features on a bike that will tempt you to seek adventure like the K1300GT will.

Speaking of adventure, the 32-litre side cases offer generous amounts of storage and easily swallow up full-face helmet. The latching mechanism is easy to use and so long as you don't lock them you don't require the key to open the cases. The key releases the bags easily from the bike and the integral handle makes them easy to carry into your hotel room. The GT also comes standard with a locking glove box on the right hand side of the fairing to keep necessities close at hand. If you need more enclosed storage you can get an optional top box in 49 or 28-litre capacity.

Braking

BMW's proven EVO brake system and BMW Motorrad ABS provide maximum safety, and the optional ASC (Automatic Stability Control) - which works together with the standard ABS to prevent rear wheelspin, and TPC (tire pressure control) give you extra peace of mind and control. The BMW Motorrad Integral ABS controls the front- and rear-wheels brakes through the handbrake lever, while the foot brake lever controls just the rear-wheel brake.

Brake discs measuring 320 millimeters (12.6") in diameter up front and 294 millimeters (11.6") in the rear pull this bike down from speed in a hurry.

Final Details

A 24-litre fuel tank and BMW's claimed 5 L/100 km @ 90 km/hr OR 5.9 L/100 km @ 120 km/hr give this Gran Turismo a very respectable theoretical range of over 400 km's before needing to stop for refueling.

Available in three colours: Red Apple Metallic, Royal Blue Metallic and Magnesium Beige Metallic.

Options

Here's some Canadian pricing information on the factory options:

Standard Equipment:
- Closed-loop 3-way Catalytic Converter
- Colour Matched Luggage Cases
- Electrically Adjustable Windshield
- Heated Grips
- ABS Brakes

Options:
- High Windshield = $150
- Anti-Theft Alarm System = $250.00
- Lowered Seat 800/820mm = $ 0
- Safety Package: Tire Pressure Control, Automatic Stability Control = $ 600.00
- Equipment Package 1: On Board Computer = $ 215.00
- Equipment Package 2: Electronic Suspension Adjustment, Heated Seat, On Board Computer = $1,300.00
- Equipment Package 3: Xenon Light, Electronic Suspension Adjustment, Heated Seat, Cruise Control, On Board Computer = $2,000

Base price is $21,825.00 but you can easily option that up by several thousand dollars. The fit, finish, build quality, and overall feel of this motorcycle help you to come to terms with that sticker price. This is a high quality motorcycle.

Closing Remarks

If you're in the market for a sporty, comfortable, touring machine in a surprisingly nimble 1300cc package then you should most certainly check out the BMW K1300GT. I've had the opportunity to ride many bikes and this is one that I can honestly say ranks very highly on my list of bikes I'd like to own. It's practical, comfortable, and safe - but not at the expense of losing excitement. I thoroughly enjoyed this bike.

Mainland Nova Scotia - Motorcycle Road Guide

2009-06-08T10:48:00.000-07:00

This article comes by way of reader submission by Dave Cox - avid motorcyclist, and resident of Nova Scotia. He rides a Suzuki 800 Volusia; and ride he does, based on this map he has submitted.

Dave clearly took some time on and off the motorcycle preparing this map. On the map he ranks many routes across the mainland portion of Nova Scotia (excludes Cape Breton). If you look closely you can see that many of the exit numbers on the 100 series highways are included.

Dave has graciously provided us with a copy of his hand drawn map so we thought we'd share it with you as a resource you can use to help plan your next Nova Scotia adventure. If you're visiting the province this may greatly assist you in planning some interesting rides and avoiding some potentially disappointing ones.

The home base of Canadian Motorcycle Rider is Nova Scotia so I know I'll be referring to this map and checking out some of these routes this summer.

In addition to the map itself, Dave mentions that a seemingly often overlooked gem of the mainland is the 245 and 337 that take you around Cape George between New Glasgow and Antigonish. He likens it to a mini-Cabot Trail and that it's probably THE best ride on the mainland. High praise - Might just have to make that one a priority!

Thanks Dave!

Another special thanks for this submission from Dave goes to Motorcycle Mojo to whom Dave first submitted the map to. Thanks Motorcycle Mojo for also allowing us to publish the map and share it with riders.

Note: The map is large, so rather than post a small single image of it we've broken it down into three pieces that you can enlarge, print, and piece together to have as a reference. Piece them together starting with piece 1, then 2, and finally with 3.

Click the images below to enlarge them to their full size:

Image 1

Image 2Image 3

Some additional resources for motorcyclists in Nova Scotia that you may want to take a look at:

Cabot Trail Motorcycle Retreat - A motorcycle retreat nestled on 100 acres of wooded land in Middle River, Nova Scotia. They've got three guest rooms and are a great spot to stop when exploring the Cabot Trail. CanadianMotorcycleRider readers receive a 15% discount off already reasonable rates. Be sure to mention us when booking!

Motorcycle Tour Guide Nova Scotia - A free tour guide book of Nova Scotia geared specifically towards motorcyclists. A great companion to any motorcycle trip to Nova Scotia.

NS Department of Transportation and Infrastructure Renewal WebCams - the highway camera site of the Nova Scotia Department of Transportation and Infrastructure Renewal. This site allows motorists to check out road and weather conditions on the Department's highway cameras during daylight hours. These cameras are located next to the highway at specific locations across the province.

NS Tourism Guide - Nova Scotia's official tourism website.

Ural Sahara fresh from Russia - Pictorial

2009-05-25T04:18:00.000-07:00

A couple weeks back I visited Lutz at Kottwitz Werke, his Ural dealership here in Halifax, Nova Scotia. Lutz had just gotten the new limited edition Sahara Gear-Up in from Russia. Lutz invited me up to watch the un-crating and prepping of the bike.

I jumped at the chance and took a few pictures of the very shiny and clean 2wd Gear-Up with Sahara colors. It's not often you'll see shots like these. She's not even put together yet!

By the way - if you want a Sahara you'd better get yourself to a Ural dealership soon because these are limited edition's. The Canadian price should be right around $15,345 according the the Distributor. Though you might want to spring for the windscreen as an option too. I'm not sure how much that is. But ask your local dealer and they should be able to tell you.

Here's a shot of the sidecar from the side that will be nearest the riders right leg. You can see all the connectors to the bike and where the spline from the rear hub ties into the sidecar to power the on-demand 2wd. The 2wd is activated with a lever on the sidecar side of the bike. There's a spot on the front of the sidecar where the sidecar headlight will be installed too. And you can also see the black sidecar bumper running around the front and down the sides of the sidecar.

749 cc's of OHV air-cooled, four stroke, flat twin cylinder power! It makes 40 horsepower at 5,600 RPM. If you're looking for high-speed and sportbike performance this isn't the bike for you. That's not what this bike is about. This is one bike that you need not be too scared about performing some of the basic maintenance on your own - if you're so inclined. It's about as simple as things get in terms of motorcycle maintenance.

Sorry, this one is a little blurry but I wanted to include it anyway because you can see the simplicity of the gauges. A big speedometer and a few warning lights. It's all you need! And the triangular knob in the center - that's your steering damper... old school style. Tighten it up for stiffer turning, loosen it off for less.

This is the spare wheel that is mounted on the sidecar. Those spokes are stout! Having a sidecar puts a lot of extra forces on the wheels so having beefy spokes that might be a little overbuilt adds to the durability. You get a drum brake on the sidecar wheel (and the rear wheel of the bike) as you can see in the picture. The metal valve caps with core removal tool are standard too. One less farkle.

Here's the tank of the Sahara. You've got the black leg guards on both sides of the tank. There's a small compartment on the top of the tank as well. The circular silver knob on the left is how you open it. Along with a set of keys to start the Ural you get a special set of two pronged keys that mate up with that silver circular knob to access the storage area on the tank. It's not really deep but a handy spot for carrying some small essentials. Maps, cell phones, etc.

Here's another shot of the sidecar, this time from the rear. This is before the spare tire and luggage rack is mounted on. This bike has a trunk! You've got over 3 cu.ft. of storage in the trunk. That's not including whatever you can put in the sidecar itself.

One of the newer features on the 09 Sahara Gear-Up is this bolt down plate under the seat. It used to be welded in. The battery is mounted under here so the bolt down plate eases access to the battery. You can also see a black string here too, that's the tie up for the seat cover. This model has two rubber tractor style seats. It comes with seat covers that make the seats look a little nicer and add some cushioning.

A rear shot of the bike. You can clearly see the drive spline coming out of the rear rub in this one. You might also see that the inside signal is facing forward. It just fits in the crate a little better like that I guess.

Another engine shot, this time from the left side. The gear selector had two sides so you can tap the front to gear down and hit the rear for gearing up. You've got 4 forward gears and one reverse gear - shaft driven - on the Gear-Up. Just above the rear part of the gear selector you can see another lever facing toward the rear of the bike. That's the kick start! It does have electric start too.

Here's a great shot of the leading link forks and Brembo disk brakes on the front of the machine. This bike is intended to be ridden with the sidecar always attached. The leading link forks are functional in this regard, they make steering much easier with the sidecar. Without the sidecar the steering would be too sensitive with the leading link.

Sidecar photo from the right. You can see the sidecar step here and more of the sidecar bumper (in black).

Fine tuning the valves. Check out those nice stainless pipes.

You know those little tool kits you get with motorcycles that go under the seat? Well, Ural takes the whole toolkit thing a little further than most manufacturers. You get a pretty substantial set of tools with the Sahara Gear-Up. It has some velcro closures and rolls up nicely.

Couldn't resist taking this shot. It's the Ural Motorcycles symbol. This piece is used to secure the spare wheel on the top of the sidecar.

And that's it for our photo's - I hope you enjoyed them nearly as much as we enjoyed checking out this very cool motorcycle.

- For more information Ural I'd recommend checking out the Ural website or the Canadian Distributor's website.

- For more information and news about Ural's check out Canadian Motorcycle Rider's "Ural" category.

Special thanks to Lutz and his prep guy Rob for having me in the shop and answering all my questions. If you want a Ural you can visit him at Kottwitz Werke.

Test Ride - 2009 Suzuki Gladius

2009-05-21T11:16:00.001-07:00

The Suzuki Gladius, or SFV 650 if you like, is a naked style bike with a Canadian price tag of $9,199. Before you begin to think that Suzuki tried to name this thing Gladiator but got the spelling wrong - that's not the case, Gladius is apparently a Latin word for sword. Despite the fact that the Gladius is a new bike, with an engine borrowed from the SV 650 you know you're getting a proven performer of an engine. That price tag and 650 cc engine size mean that it's competing with several other bikes, even Suzuki's own SV650.

An obvious top contender of another manufacturer that comes to mind is the Ducati 696 which can be had for $9,995 - slightly more expensive but that engine is a few cc's larger. The Suzuki is liquid cooled, the Monster - air cooled. The Gladius seems to have some taken some styling cues from the Italians with the exposed trellis frame and headlight bearing a distinct resemblance.

The first thing I couldn't help but noticing about the bike was the color. Suzuki Canada's website calls this color red and white. In Europe it's got a much fancier name; metallic triton blue/glass splash white and candy ruby magenta/pearl mirage white. I do like the white - it's just the ruby magenta I'm not crazy about. I'll be keen to see if Canada eventually gets the all black version of the Gladius that Europe has.

After getting over the color the next thing I noticed was the very low seat height (30.9 inches according to Suzuki's specifications). So when you sit on it and compress the suspension a little you're even closer to the ground. This bike should be very comfortable for those with shorter legs. I had no trouble getting both feet firmly planted on the ground. I can't help but think Suzuki is hoping to attract a lot of female riders to the fold with this model.

Clutch feel is very light. You won't develop an abnormally large forearm with this one because it requires so little force to pull. The friction point - the point at which the clutch engages - is at about the half-way point of its range of motion. It's a natural feeling spot that most riders will be comfortable with immediately. In contrast, the friction point of the clutch on the Ducati 696 I rode last summer was almost at the 3/4 way out point and several riders were stalling them.

The clutch level offers a 4-position adjustment for reach so even those with the smallest of hands should be able to find a position that suits them. The switchgear is pretty standard but one nice touch at this price-point is the pass light trigger. It seems that there's some parts bin sharing because this switchgear appears to be identical to the bits used on the other Suzuki models. In the instrumentation department, the bike is well equipped; part digital with an analog sweep dial tachometer. I like this particular combination because it's a quick look to see exactly how fast I'm traveling - I don't need that level of information for a tach reading so the big analog sweeper gives me the level of detail I need with a quick glance. Another nice touch is a gear indicator too so you always know what gear you're in. The cluster sits atop the headlight, and is larger in the center than the sides. The signal indicators on the cluster are large enough to be clearly visible even in direct sunlight. No more riding for blocks with your signal on because the light isn't bright enough to remind you you've left it on.

The bike I rode was very new so it wasn't broken in yet but the engine still had enough power to keep me reasonably happy. It's not scary fast by any means but comfortable. If you're looking for a fun bike that's going to be comfortable riding around town, commuting, and maybe even some longer rides, this bike will no doubt be a capable bike to do it on. Steering is quick and requires very minimal input.

The 650 cc 2 cylinder engine in a v-twin configuration is a great engine offering very broad power delivery. You're never too far from being in the proper gear as it'll pull from very low in the rev range right up to near red-line in a very linear manner. There's no big power surges to have to think about. You twist the throttle and know what to expect.

The throttle doesn't require a lot of force to twist it (much less than my VFR daily rider) so I found that I was a little twitchy at lower speeds, particularly on bumpy, broken pavement where my hand was moving a little with the bumps. You'd likely get used to the throttle feel and get smoother with more time on the bike.

The brakes are 2-piston calipers, 290 mm disc, twin up front and a 1-piston caliper, 240mm disc in the rear. They're more than adequate for performing stopping duties here. They're not Brembo Monobloc's with 4 piston calipers but they're also a lot cheaper than those units, the brakes that come with this bike are what you'd expect at this price and they do the job just fine.

STYLING:

Already mentioned is the resemblance to the Monster 696; the trellis frame, low seat, and particularly the headlight. With the Italian maker being known to produce 'sexy' looking machines it's certainly no complaint that it bears some similarity. This is a modern styled bike that should appeal to a younger demographic. Looking at Suzuki's European site seems to suggest that Suzuki knows this and they've gone with some trendy marketing techniques - such as offering Gladius music mixes, fashion information, etc. Not a lot of stuff that I'm particularly interested in. I guess that means at 34 I'm over the hill in terms of who Suzuki Europe is marketing this bike to.

I found the seat quite comfortable. It was nice and flat and didn't push me forward onto the tank. I recall thinking it offered 'all-day' rideability. If anything would begin to bother you after a more extended ride it could be the footpeg height. I've got a 32 inch inseam and although not cramped during my ride I could see how those with longer legs might want to stretch out a little after some extended seat time.

Riding position is what you'd expect - upright and decidedly un-sportsbike like. The tank has a great cut in shape allowing you to really grip the tank with your legs. It offers a secure feeling and excellent control of the bike. Mirrors - slightly tear-drop shaped, are well placed, and offer a good view of road behind you.

The passenger pegs are high quality and all metal. Somewhat of an upgrade over those of the Suzuki GS500. I can't speak to the comfort of the passenger position but the seat does step up slightly and there are integrated grab handles in the back.

The headlight shape is, well, I'm not sure what to call that shape. Sort of a sharpened ancient spearhead or something. The front and rear signal ligths are are clear with amber bulbs inside. Clear indicators are a common option on motorcycles and huge aftermarket exists so that you can replace your amber signals for clear ones. Not necessary here. You've already got'em!

Who is this bike targeted to? It's always a tough question to answer with a bike like this because if you look past the cosmetics of the colors - it definitely has mass appeal. The colors we've got here in Canada seem to suggest that Suzuki is trying to attract female riders. With the low seat height, euro-naked styling, and smooth but not too over-the-top engine they've got a good machine to achieve that goal. Some guys might also not mind the colors, but if they bring in the black or some other more traditional colors I'd say they'd also be successful in getting some guys to take a closer look at this bike. Bring the all black model to Canada and I think you'll see some guys 'discover' this new Suzuki.

If you're a beginner considering this as a first bike, this would definitely be a bike that you could grow into. Lots of people suggest that beginners look at 250's, the Suzuki GS500, or Buell Blast. Those are all great beginner choices but you might want to upgrade in a year or two. A Suzuki GS 500 was my first bike in fact so I know how I personally felt. I was a little worried about getting a used bike and having to deal with unknown maintenance issues but didn't want anything too big. I would have liked to have traded up after a couple years but I ended up riding it for 4 years before trading up. It's not a huge leap from a 500 to this 650. You'll have to be careful initially but you'll be less likely to feel the need to trade this one in after a year or two. You'll just need to have the restraint to go a little easy on the throttle. This bike does have a lot more horsepower than a 250, Buell Blast, or GS 500.

Incidentally Suzuki doesn't publish official horsepower numbers, and when we asked them about it they said that the numbers are so variable that they don't like to publish that information. They prefer to let the aftermarket take care of it. When I said that MCN had published a figure of 75.9 horsepower to which they said "Well, they usually do a pretty good job, don't they." So, I'd guess that's a relatively accurate number. Seems about right to me.

FINAL THOUGHTS:

I personally don't care for the colors we have for this bike in Canada this year. Other than that quible, this is a fun bike that should put a smile on the face of anybody riding it. Some will say it's a great beginner bike, some will say it's not a good beginner bike. Given the amount of power it would definitely be at the high end of what might be considered "beginner". The power delivery, seat height, and ergonomics of the Gladius make it a tempting option for beginners who won't want to trade up in a couple years. Lot's of intermediate riders or commuters looking for a reliable, fun, and not too expensive bike should also take a closer look at the Gladius.

If you need a lightweight nimble sword for cutting your way through urbanania the Suzuki Gladius might be just what you're looking for!

- To see more test ride reports - check out our "Test Ride" category.
- For Suzuki related articles - check out our "Suzuki" category.