A thousand reasons to buy this bike

6C:LB6<6O>C:;DGE:DEA:L=DADK:IDG>9:
2ride.ca
Harley-Davidson®
Sportster® FortyEight™ motorcycle
Full of Sound and
Fury- Honda’s
new “Fury”
chopper
Kawasaki Z1000
Vol. 1 No. 1 May 2010
PM 41979551
A thousand reasons to buy this bike
Ducati Extrordinaire
Joe’s collection of
Italian beauties
MAY 2010
[ 1]
2Ride
MAY 2010
[ 2]
2Ride
Marc Agozzino
2Ride Magazine
Best Regards and Happy Reading!
On behalf of myself and my Team of Skilled Ladies and Gentlemen, Welcome! And
thank you for being a part of history in the making as you embark on 2Ride’s first
Magazine Issue to hit the racks and your mailboxes.
This is quite monumental and personally rewarding to me as this is truly seeing
a dream become a reality. As a rider for over 15 years now, I have experienced and
embarked on a series of adventures, dangers, “first’s”, “shouldn’t have done’s”,
“must do again’s” etc. And throughout all of these experiences, I used a number of
different avenues to help me along: How-To books, Bike Forums, Bike Magazines,
Websites, Track Days, Rallies/Meets, you name it, I’ve done it. And all of these
helped me and shaped me into the rider I am today.
What I’ve always thought about, and wanted to do however, was bring it all
together, and specifically, make it locally appealing. I thought it would be great to
have a “One Stop Shop” experience, where a local rider - of any level of experience
could learn something new and of value - and not only learn, but also share from
their own experiences! From these thoughts evolved 2ride. A Magazine that strives
to be Local; to speak of local reviews, local racing, and local meets, local events,
local charity rides and areas of focus. I wanted to not be specific to one niche, but
open it up to all enthusiasts: tour bikes, sport bikes, dirt bikes, cruisers, scooters,
street bikes, etc, and share experiences, reviews and guidance on a gambit of
different issues.
For those that have always wanted to know where the local meets and track
days were, this is where you’d find it; for those that were thinking of purchasing
a new bike and wanted to read reviews on it, here is where you’d go - not only the
specs, but local riders’ reviews on the feel and ride of the bike. For those that were
looking for new gear and wanted to learn about the safest and most cost effective,
here’s where you would learn. For those that wanted to know of Bike shops and
Supply stores in their area, here’s where you’d find it, and for those that wanted to
buy or sell bikes or parts, here’s an awesome vehicle to assist you. And the list goes
on and on. But one thing I wanted to further do, was bring it to you, the reader
free of charge.
This magazine will stay in existence only so long as I can bring it to you free. It
will stay here to help and inform you. And your feedback is always welcomed and
appreciated. If you have something you think others can learn from, then you are
the one I want to speak to and write an article on.
Write to me, contact me via our website www.2Ride.
ca and email address [email protected], and once again,
thank you for your support and encouragement!
Dear Readers
MAY 2010
[ 3]
2Ride
Racing Duo
James Collins and
Joey McRae
Getting Ready
to do Battle
62
A Bike that stands for
Mean, Sexy, Beast
Kawasaki Z1000
42
Inside a man’s gorgeous
Italian Collection
Joe’s Ducati Fever
32
Sportster® Forty-Eight™
motorcycle comes
a long way
Harley-Davidson®
16
Full of Sound and Fury
2010 Honda Fury
12
2010 Suzuki GSX-R 750
gets ready to do battle
The Middleweight
Champion
6
Features
Contents
You-Rope on 2Wheels
77
Super 8 50 2T
2010 Kymco
I.D. Streetfight
Custom Cycle
[ 4]
Lita and Paul
2Ride
2Ride’s Girl and Guy
of the month
82
URAL asking the same
Question…
MAY 2010
78
Race Schedule
Track Days
Track 101
Upcoming Events
74
72
70
69
65
What’s in your Tank Bag?
Tech Corner-Sprockets
and Chain Maintenance
54
56
2010 Yamaha WR250X
Get Your Motor Running
49
48
I am Woman, Hear Me
ROAR!
Evolution of a New Rider
47
45
39 2010 Kawasaki
Concours - Cool from any angle
Journey through Europe with
Gene Lee and his wife Neda
21
Contents
78
77
49
39
21
Customer # 7303876
PM 41979551
Printing
Wobblycat Photography
Crystallized Images
Photography
Martin Besko
Azure Blue Design
Art Direction
Alex Collins
Mizz Lucy
Gene Lee
Kelly Gibbons
Shaun de Jager
Mr Lee
Steve Villamarin
Stella The riding Princess
Marc Antony
Editors
General Inquires contact
[email protected]
businesses to post their bikes for sale.
MAY 2010
[ 5]
2Ride
classifieds section, for which a fee will apply for subscribers and
articles accordingly. 2Ride Magazine also showcases a full color
days, Riding Roads and Riders Travels and Stories will feature
and reviews on women accessories. Our Local Events Track
on women’s’ views would feature articles from female rider’s
events, helping to build the future of motorcycling. The section
This is where we would cover our younger riders’ racing and
motorcycling; including a children’s’ and women’s sections.
2Ride Magazine will also cover all the varying genres of
Bikes, Super Moto, Scooters, and Street fighters.
Street Bikes, Adventure Touring, Cruisers, Customs, Dirt/MX
types of motorcycles which include Sport Bikes, Sport Touring,
At 2Ride Magazine we are committed to covering all the various
racing, reviews from actual local riders, and local advertising.
coverage on local events, local clubs, local riding roads, local
subscription as well. Our Motto, Keepin’ It Local; emphasizes
who desire an electronic copy we have the magazine as an online
to our subscriber’s homes or business free of charge. For those
the GTA; also covering all of Ontario. Our magazine is delivered
2Ride is a FREE subscription based motorcycle magazine within
MAY 2010
[ 6]
2Ride
A diamond in the rough amongst Suzuki’s
GSX-R series, the Suzuki GSX-R 750 sits nicely
between the 600 and the 1000 GSX-R’s,
making for best of both worlds.
STORY BY MR LEE - PHOTOS PROVIDED BY SUZUKI
The Middleweight Champion
2010
The GSX-R 750, middleweight perfection, is still on the line
up from Suzuki in 2010. With a mildly successful production
since 1985, the GSX-R 750 has always been one of a handful
of middleweight machines not often produced by any
other manufacturer.
)
MAY 2010
[ 7]
2Ride
Suzuki in keeping with their racing legacy have created
genuine super sport motorcycle that puts forward a more
relaxed riding position without having to forfeit their racing
appearance. The 2010 Suzuki GSX-R 750 at 198 kg or 437 lbs
(without liquids) is a compact motorcycle who’s appearance
present more than an inkling on what’s going on under
the fairings.
(
“The moment you open the
throttle on a corner exit,
everthing comes together.”
MAY 2010
[ 8]
2Ride
A diamond in the rough amongst
Suzuki’s GSX-R series, the Suzuki
GSX-R 750 sits nicely between the
600 and the 1000 GSX-R’s, making
for best of both worlds.
Suzuki in keeping with their
racing legacy have created genuine
super sport motorcycle that puts
forward a more relaxed riding
position without having to forfeit
their racing appearance. The 2010
Suzuki GSX-R 750 at 198 kg or 437
lbs (without liquids) is a compact
motorcycle who’s appearance
present more than an inkling on
what’s going on under the fairings.
With the design and visual styling
cues, the spacious layout of the
tank, frame and windscreen, the
GSX-R allows the rider to get into
that race inspired aerodynamic
tuck we all love. All the while the
seating layout with its neutral
position sets Suzuki’s GSX-R run
of motorcycles apart from the
competition.
The GSX-R’s fuel injected 750cc
• Compact 4-stroke, 4-cylinder,
liquid-cooled engine designed for
optimum combustion efficiency
and maximum power delivery
• Instrumentation - Compact,
lightweight instrument cluster
List of Features:
liquid-cooled, inline-four, DOHC, 16
valves engine improve performance
and reliability by means of a sixspeed gearbox. Also, take note of
the excellent chassis, making the
GSX-R a point and shoot handler
which inspires confidence in the
rider. All in all making the GSX-R
750 the perfect stepping stone to
the larger GSX-R 1000.
With a new, slightly more
aggressive exhaust and smooth
transitions between plastic and
metal, the 2010 model is a gorgeous
bike with new color schemes
in blue/white and a new 2 tone
brown. However, gone is the black/
matte theme which was a favorite
among many GSX-R enthusiasts.
features a step motor controlled
analog tachometer, LCD
speedometer, dual trip meters,
clock and a convenient gear
position indicator
• Electronic fuel injection system
features Suzuki Dual Throttle
Valve (SDTV) system - with dual
fuel injectors per cylinder and new
compact 8 hole, fine spray injectors
for improved fuel atomization.
• Steering Damper - Electronically
controlled steering damper uses a
solenoid valve to move a tapered
needle reducing or increasing oil
flow to adjust damping force.
• The GSX-R750 features a sharp
and aggressive look utilizing a
bold headlight design, angular tail
section and compact overall layout.
• High volume Suzuki Advanced
Exhaust System (SAES) with an
innovative under engine chamber
leading to a large volume muffler
with a distinctly shaped triangular
silencer
• Lightweight titanium valves with
steel alloy springs and aluminum
spring retainers operated by thinwall hollow camshafts to reduce
weight and inertia
• Radial mounted four piston front
brake calipers works with 310mm
front brake rotors and a radial
pump front brake master cylinder
• S-DMS engine management
system allows the rider to choose
from three engine settings to
match riding conditions with a
handlebar mounted switch
• Three way adjustable foot pegs
now feature die-cast construction
and can be moved into three
different positions within a 14mm
horizontal and vertical range
• The LED combination taillight
and brake light is built into the rear
of the tail section, featuring a red,
mirror lens, covering LED’s.
• 32 bit ECM features 1024
kilobytes of ROM for maximum
engine performance working in
conjunction with the new S-DMS
engine management system
valve angles creating a compact
combustion chamber design, 12.5:1
compression ratio, large intake and
exhaust ports for optimum intake
and exhaust efficiency and new
Iridium spark plugs
• Electronic fuel injection system
features Suzuki Dual Throttle
Valve (SDTV) system - with dual
fuel injectors per cylinder and new
compact engine design and the
engine itself is rotated slightly
forward in the chassis allowing for
straighter and shorter intake and
exhaust ports
• Crankshaft features forged steel
construction and a secondary
balancer shaft for reduced
vibration at high rpm.
• Cylinder head with narrow
MAY 2010
[ 9]
2Ride
compact 8 hole, fine spray injectors
for improved fuel atomization.
• High capacity large trapezoidalshaped radiator provide efficient
engine cooling - includes compact
cooling fan assembly designed for
improved air flow
• High volume Suzuki Advanced
Exhaust System (SAES) with an
innovative under engine chamber
Suzuki in keeping with their racing legacy have
created a genuine super sport motorcycle that
puts forward a more relaxed riding position
• Aluminum clutch cover and
oil pan feature internal ribs for
increased rigidity and reduced
engine noise
• Compact 4-stroke, 4-cylinder,
liquid-cooled engine designed for
optimum combustion efficiency
and maximum power delivery
• Crankshaft and transmission
shafts are positioned to create a
MAY 2010
[ 10]
2Ride
leading to a large volume muffler
with a distinctly shaped triangular
silencer
• Hydraulic cam chain tensioner
automatically adjusts while
reducing noise and mechanical
losses.
• Ignition coil outer diameter is
smaller for reduced weight and
the starter motor uses new rare
earth magnets for a compact
lightweight design
• Lightweight forged aluminum
alloy pistons with short skirts,
cut away sides and an antifriction surface finish along with
shotpeened chrome-moly steel
connecting rods for improved
strength
• Lightweight titanium valves with
steel alloy springs and aluminum
spring retainers operated by thinwall hollow camshafts to reduce
weight and inertia
• S-DMS engine management
system allows the rider to choose
from three engine settings to
match riding conditions with a
handlebar mounted switch
• SRAD ( Suzuki Ram Air Direct)
force feeds cool, pressurized air
into the airbox at highway speeds,
improving engine efficiency and
throttle response
• Suzuki Idle Speed Control (ISC)
system for improved cold starting,
consistent idle quality and reduced
emissions
• Under deceleration the back
torque limiting clutch reduces
pressure on the clutch plates for
smoother downshifting and
corner entry
,*%XX)*#-Xj#>c!)Higd`Z!
A^fj^Y"XddaZY!9D=8
,%#%bbm)-#,bb'#,*+^cm&#.&,^c
&'#*/&
;jZa>c_ZXi^dc
LZiHjbe
:aZXigdc^XIgVch^hidg^oZY
+"heZZYXdchiVcibZh]
G@*'*GDO*N!&&+a^c`h
:c\^cZ
7dgZHigd`Z
8dbegZhh^dcGVi^d
;jZaHnhiZb
AjWg^XVi^dc
>\c^i^dc
IgVchb^hh^dc
;^cVa9g^kZ
A^c`ineZ!d^aYVbeZY!Xd^aheg^c\
9^hX7gV`Z!Il^c
9^hX7gV`Z
&'%$,%OG&,B$8*-L!ijWZaZhh
&-%$**OG&,B$8,(L!ijWZaZhh
'%)%bb-%#(^c
,&*bb'-#&^c
&&'*bb))#(^c
-&%bb(&#.^c
&(%bb*#&^c
&)%*bb**#(^c
&.-`\)(,aWh
&,#%A)!*$(#,JH$>be\Va
7gV`Zh;gdci
7gV`ZhGZVg
;gdciI^gZ
GZVgI^gZ
DkZgVaaAZc\i]
DkZgVaaL^Yi]
DkZgVaa=Z^\]i
HZVi=Z^\]i
<gdjcY8aZVgVcXZ
L]ZZaWVhZ
8jgWLZ^\]i
;jZaIVc`8VeVX^in
>ckZgiZY!iZaZhXde^X!Xd^aheg^c\!d^aYVbeZY
HjheZch^dcGZVg
HjheZch^dc;gdci
Chassis and Dimensions
7ajZ$L]^iZ!Ild"idcZ7gdlc
Engine and Transmission
8dadjg
• The GSX-R750 features a sharp
and aggressive look utilizing a
bold headlight design, angular tail
section and compact overall layout.
• Innovative rear suspension
linkage utilizes a forged aluminum
alloy link and a forged aluminum
link rod that reduces side loads and
helps the rear shock absorber move
in a smooth arc
• Inverted 41mm Showa cartridge
• Electronically controlled steering
damper uses a solenoid valve to
move a tapered needle reducing
or increasing oil flow to adjust
damping force.
• The fuel tank features an
innovative design and fuel capacity
is 17.0 L (3.7 Imp gal)
front forks are fully adjustable
for high and low speed
compression, spring preload,
and rebound damping
• Lightweight cast aluminum
wheels featuring an angled spoke
design for improved rigidity,
reduced unsprung weight and
improved acceleration
With a new, slightly more aggressive exhaust
and smooth transitions between plastic and
metal, the 2010 model is a gorgeous bike
• A braced aluminum alloy
swingarm features a large 22mm
swingarm pivot and is designed for
optimum rider feel and maximum
rear wheel traction
• Compact, lightweight instrument
cluster features a step motor
controlled analog tachometer, LCD
speedometer, dual trip meters,
clock and a convenient gear
position indicator
MAY 2010
[ 11]
2Ride
• Radial mount four piston front
brake calipers works with 310mm
front brake rotors and a radial
pump front brake master cylinder
• Showa 41mm aluminum alloy rear
shock with a 16mm rod diameter
are fully adjustable for high and
low speed compression, spring
preload and rebound damping for
maximum rider control
• The lightweight frame is built
entirely of aluminum alloy castings
and is engineered to deliver
optimum rigidity, unmatched
accuracy and maximum cornering
performance.
• Three way adjustable foot pegs
now feature die-cast construction
and can be moved into three
different positions with a 14mm
horizontal and vertical range
• The LED combination taillight
and brake light is built into the rear
of the tail section, featuring a red,
mirror lens, covering LED’s
MAY 2010
[ 12]
2Ride
STORY BY STEVE VILLAMARIN - PHOTOS PROVIDED BY Dops64
Full of Sound
and Fury
I
MAY 2010
[ 13]
2Ride
t’s not a motorcycle...
it’s a chopper. In this case
the chopper is the new Honda
Fury. It seems that these recent
years bike companies have finally
given their designers a green light
to build something “kewl” and from
your wildest dreams: sleek smooth
sexy contours, awesome raked front
end, genuine Spartan framework
cradling a humongous 1300cc V-twin
and a high mounted steering head.
All this together we get a mean
looking genuine chopper without
the impracticality and price tag
associated with custom machines and
most importantly the handling and
reliability one comes to expect from a
Honda.
Honda is undoubtedly one of
the most important engineering
powerhouses in the world on the other
hand true choppers are based on the
wild whims of their creators so based
on this opposite criteria has the fury
achieved the right balance between
form and function? After being with
this baby with a very big smile on my
face I can only say “YES”.
Fabienne: “- whose motorcycle is this?
Butch: -It’s a chopper baby
Fabienne: -whose chopper is this?...”
No other quote extracted from Hollywood defines
the true difference between a motorcycle and a chopper
than this quote from Pulp Fiction:
A
MAY 2010
[ 14]
2Ride
s pointed out before Honda
is all about performance
and handling however for
cruisers and choppers style
and looks is “numero uno” which was
the criteria of Honda designer Bruno
Conte: “it had to be number one” which
he said when citing the importance
of styling in the current motorcycle
market.
At first glance this beast can be
easily mistaken for a custom bike
one usually finds on TV shows but
when one mounts this metal horse
we immediately feel the difference:
friendly ergonomics (very rare in
choppers), secure footing thanks to a
low 26.7 inch seat height providing one
of the best riding positions obtainable
courtesy of top notch engineering.
Despite its chopper status the Fury
works how a motorcycle should. The
fuel injection provides immediate
and reliable ignition the 52 degree
V-twin has a sweet rumble and the
shake from the engine caresses the
rider; dual counterbalances keep
this vibration from being a nuisance.
Manoeuvrability was surprising due
to its superb balance and agility
considering that the Fury possesses
the longest wheel-base ever found on
a Honda, a fat 200mm rear tire and a
raked out frontend, even with these
factors the Fury didn’t exhibit the
front-end FLOP that is present on other
raked out cruisers.
Acceleration is pristine on this
bike and the clutch and shift is smooth
and light one can feel some jacking at
the rear when accelerating but that is
to be expected from a shaft drive. The
suspension provides a good measure
of comfort and control. Even though
this beast was initially intended to
carry a VTX 1800 cc engine the mere
size of the powerplant presented
• High-mount steering head
complements the raked-out
front end.
• ”Hard-tail” styling.
• Long, slim 3.4 gallon seamless fuel
tank mounts high on the frame for a
true custom look.
• Slim radiator is mounted
unobtrusively to accent the Fury’s
clean lines.
• Color-matched bodywork, frame
and swingarm. (Matte Silver has a
Black frame.)
• Minimalist front and rear fenders
complement the Fury’s chopper
styling.
• Control lines and cables are specially
routed for a clean, custom look.
• New low-maintenance slim-profile
driveshaft provides smooth operation
with no need for chain or belt guards
and covers.
• Integrated handlebar-mounted
FEATURES:
styling and packaging issues: The
airbox and exhaust had to be larger and
the presence of a larger radiator was
needed thus the designer opted for the
1300cc saying that “The 1300 fits the
personality of the bike” .
Riding this bike was comfortable and
easy even though the view is spoiled
by exposed cables; this is remedied by
the beautiful minimalist gauge pack.
Despite the short stalks the mirrors are
quite useful and feel right. A pair of disc
brakes proved to be more than enough
for the intended use of this chopper
however Honda intends to ABS systems
plus Honda’s Combined Braking System
of linked brakes, unfortunately only
Black Fury’s will be equipped with ABS.
All said and done the Fury is a definite
winner in the Honda roster and I
cannot wait to see what Honda will
treat us with in the years to come.
chrome housing features a
speedometer, an odometer/A&B
tripmeter and indicator lights for
the turn signals, high beam, neutral,
oil pressure, coolant temperature
and clock.
• Electric speedometer with
easy-to-read numerals uses an
electronic transmission speed sensor,
which eliminates the front-wheelmounted speedometer cable.
This contributes to a clean,
uncluttered look.
• Passenger seat and rear passenger
pegs are easily removed to yield a
clean, solo look.
• Maintenance-free battery.
• 1312cc liquid-cooled 52-degree
V-twin delivers strong low-end and
mid-range torque, with ample power
for passing and relaxed cruising.
Unique dual exhaust offers throaty
exhaust note.
• Powerplant features a single-pin
crankshaft to accentuate the engine’s
character.
• Programmed Fuel Injection (PGM-FI)
incorporates a single 38mm-diameter
Engine/Drivetrain
• Transferable one-year unlimitedmileage limited warranty; extended
coverage available with a Honda
Protection Plan.
• All-new rear suspension system gives
a clean uncluttered appearance.
• Single rear shock with adjustable
rebound damping and five-position
preload adjustment features an
advanced internal valve system for
a comfortable ride, and provides 3.7
inches of wheel travel.
Chassis/Suspension
throttle body (see 2009 Technology
Section).
• Three-Valve Dual-Plug Combustion
Chamber (see 2009 Technology
Section).
• Five-speed transmission for exciting
roll-on performance.
MAY 2010
[ 15]
2Ride
• Leather Accessories: Custom Rider
Seat (multiple designs), Custom
Passenger Seat (multiple designs),
Leather Front Pouch (Fury logo).
• Backrests: Low Sissy Bar Upright,
Passenger Backrest Pad.
• Chrome Accessories: Rear Fender
Panel, Chrome Allen Bolt Inserts
(5, 6, 8mm).
• Billet Accessories: Master Cylinder
Cover, Oil Dipstick, Clutch Cover,
Timing Cover, Upper Fork Bolt Cover,
License Plate Frame.
• Additional Accessories: Boulevard
Screen, Braided Lines (clutch, idle/
throttle and brake) Front Chin Spoiler
(color matched), Front Chin Spoiler
LED Light Kit, Outdoor Cover.
Honda Genuine Fury
Accessories
• Leather Accessories: Custom Rider
Seat (multiple designs), Custom
Passenger Seat (multiple designs),
Leather Front Pouch (Fury logo).
• Backrest: Low Sissy Bar, Passenger
Backrest Pad.
• Chrome Accessories: Rear Fender
Panel, Chrome Allen Bolt Inserts
(5, 6, 8mm).
• Billet Accessories: Master Cylinder
Cover, Oil Dipstick, Clutch Cover,
Timing Cover, Upper Fork Bolt Cover,
License Plate Frame.
• Additional Accessories: Braided Steel
Lines for Brakes, Throttle and Clutch,
Front Spoiler (color matched), Front
Spoiler LED Light Kit, Boulevard
Screen, Outdoor Cover.
Honda Genuine Accessories
• Large-diameter 45mm extended
front fork provides 4.0 inches of
plush, responsive travel.
MAY 2010
[ 16]
2Ride
*US Model Shown
MAY 2010
[ 17]
2Ride
As we know, the Harley-Davidson® Sportster® motorcycle was created in 1957, and
used in racing, due to it’s low design and made to carry a high horse power in such
a smaller bike...
Today Harley-Davidson® motorcycle has graced us with more options to a
Sportster®, such as, no more carburetor in the 2007, with rubber mounted engine,
and to look more like the retro version, with a Choice between an 883 or 1200cc,
making it a low ride to hug the streets, and smooth to take on a long journey.
Then comes the Iron 883 and blackened like the Nightster®, not to mention
the Sportster® XR1200™ motorcycle, I like to call a spuell, that’s if a Sportster® and
Buell® decided to mate...so now the Buell’s are done with, and here comes the ‘48’.
Harley-Davidson® Sportster® Forty-Eight™
motorcycle is reminiscent of a Hot Rod
with a low single slung seat, fat front tire,
small fuel tank, low rear suspension
g
g it that hard core ride and feel.
giving
STORY BY MIZZ LUCY
PHOTOS PROVIDED BY HARLEY-DAVIDSON
HARLEY DAVIDSON®
You’ve come
a long way
Baby!
T
MAY 2010
[ 18]
2Ride
he Peanut tank first
appeared in 1948, and
is one of the features
of this hot fat front
ended machine with a chopped
front fender, mounted on the fork
bracket, low profile under mounted
side view mirrors, so no more
applying lipstick at the lights, or
checkin’ how cool you look in your
new shades, a side mounted license
plate, a nice low solo seat, that you
can also change to a spring seat.
Forty-Eight™ reminiscent of
a Hot Rod with a low single slung
seat, fat front tire, small fuel tank,
low rear suspension giving it
that hard core ride and feel. Less
vibration for the Harley-Davidson®
Forty-Eight™ motorcycle as the
blacked out Evolution® 1200 cc
V-Twin engine with polished
accents is held in the solid black
frame by rubber mounts. The new
fork sliders and the fat front tire
also contribute to the smooth ride
of the Forty-Eight™.
Lets not forget that HarleyDavidson® motorcycles signature
sound coming from shorty dual
chrome pipes. Producing 79 ft of
torque at 4000 rpm.
If that doesn’t ‘get your motor
running? listen to this? the rear
turn signals are also the stop
and tail lights, minimizing extra
unwanted stuff hanging off your
bike, to give it that sleek look with
blacked 1200cc engine, off setting
the bit of high shiny chrome,
positioned just right.
Can you say died and gone to
Harley Heaven?
INMM
INMM
INXINMMXMM
INXINMMXMM
$UALPISTONFRONTSINGLEPISTONREAR
0ATENTEDUNIFORMEXPANSIONROTORS
-ILDSTEELTUBULARFRAMECIRCULARSECTIONS
cast junctions
-ILDSTEELRECTANGULARTUBESECTION
STAMPEDJUNCTIONS-)'WELDED
39 mm
Coil-over; preload dual-adjustable
"LACK,ACED3TEEL
INXINMMXMM
INXINMMXMM
#HAINRATIO
"ELTRATIO
-ULTIPLATEWET
5-speed
Air-cooled, Evolution®
0USHRODOPERATEDOVERHEADVALVESWITHHYDRAULIC
self-adjusting lifters;two valves per cylinder
INXIN
MMXMM
73.40 cu. in. (1200 cc)
9.7:1
%LECTRONIC3EQUENTIAL0ORT&UEL)NJECTION%30&)
FTLBS RPM
.M RPM
Starting
MAY 2010
[ 19]
2Ride
WATTLOWBEAM
WATTHIGHBEAM
7777
77SELFCANCELING
(IGHBEAMNEUTRALLOWOILPRESSURETURNSIGNALS
engine diagnostics, low fuel warning, low battery,
security system (optional)
7 6RPM7MAXPOWER 6
1.2 kW electric with solenoid shift starter motor
engagement
Lights (as per country regulation):
s(EADLAMP
QUARTZHALOGEN
s4AIL3TOP,IGHTS
s4URN3IGNAL,IGHTS
s)NDICATOR,AMPS
3EALEDMAINTENANCEFREE6
AMPHOURCCA
Single-phase, 30-amp system
ª
ª
MPG,KM
"ATTERYPER"ATTERY#OUNCIL
)NTERNATIONAL2ATING
Charging
electric
%NGINE4ORQUEPER3!%*
s.ORTH!MERICA
,EAN!NGLEPER3!%*
s2IGHT
s,EFT
&UEL%CONOMY
%0!URBANHIGHWAYTEST
performance
3WINGARM
Front Forks
Rear Shocks
7HEELS
s&RONT
s2EAR
"RAKES
s#ALIPER4YPE
s2OTOR4YPE
DIAMETERXWIDTH
s&RONT
s2EAR
Suspension Travel:
s&RONT7HEEL
s2EAR7HEEL
&RAME
chassis
0RIMARY$RIVE
&INAL$RIVE
#LUTCH
Transmission
drivetrain
"OREX3TROKE
Displacement
Compression Ratio
&UEL3YSTEM
Engine
6ALVES
engine
Length
88.60 in. (2250.44 mm)
Overall Width
32.70 in. (830.58 mm)
Overall Height
42.0 in. (1066.80 mm)
Seat Height:
s,ADEN
INMM
s5NLADEN
INMM
Ground Clearance
3.90 in. (99.06 mm)
Rake (steering head)
29.9°
Fork Angle
30°
Trail
4.70 in. (119.38 mm)
Wheelbase
59.80 in. (1518.92 mm)
Tires (Dunlop® Harley-Davidson Series, blackwall):
s&RONTn$
-4"(
s2EARn$
"(
Fuel Capacity
2.10 gal. (7.95 L)
/IL#APACITYWlLTER
QTS,
4RANSMISSION#APACITY
QTS,
Weight:
s!S3HIPPED
LBSKG
s)N2UNNING/RDER
LBSKG
s'ROSS6EHICLE7EIGHT
LBSKG
dimensions
MAY 2010
[ 20]
2Ride
MAY 2010
[ 21]
2Ride
It was definitely the most ambitious trip we had undertaken
thus far. Leading up to it, we had traveled further and further away
from home, and at the end of our cross-continent ride to California
trip and back in 2006, we decided that the only way to top that
journey was to do a tour of Europe.
In the summer of 2007, my wife and I embarked on a month-long
journey to the old continent to have our breath taken away by
astounding sights, to sample delicious culinary delights and generally
mangle every foreign language in Europe that we encounter!
STORY AND PHOTOS BY GENE LEE
YOU-ROPE
ON
2WHEELS
MAY 2010
[ 22]
2Ride
Dropped the bikes off at the Air
Transat Cargo, just outside Pearson
International Airport in Toronto.
They’ve got to be there 48 hours before
shipping so they can go over the
paperwork, and to inspect and crate the
bikes.
To prep the bikes, we had to drain
the gas tanks (note to self, use a bigger
straw next time), unhook and tape over
the battery terminals, and because my
bike was too tall for the crate, I had to
dismantle my windshield and bungie it
to the seat.
Mon Jun 16 2007: Shipping
from Toronto
hat you’ll read below are
excerpts from a daily blog
that I updated for friends
and family, so they could keep up with
our travels in real-time. The entire log
is on-line at: http://www.ridedot.com,
if you are interested in the rest of our
trip or other trips we have done.
W
Outside the entrance to the Eurotunel
in Folkestone, UK
We’re off! Left at 8:20PM, Air Canada
to Heathrow and arrived at 8:40AM
local time on Thursday. I think I got 3
hours of sleep total, Neda only about an
hour, so she was very tired. At Gatwick,
we cabbed it to Swisservice Cargo, the
freight handling service that works
with Air Transat. After waiting for 1/2
hour, we were told the bikes were in
holding at security. After another 1.5
hours, we were told all the cargo was
being transported to cargo warehouse
at the same time after lunch. Because
we were hungry and without a vehicle,
we had to walk about half a km to a
portable trailer where most of the
Cargo staff eat lunch.
More nightmares when we get
back to Swisservice. Aparently nobody
told us we had to fill out customs
forms to release our bikes from
holding. Something that could’ve
been mentioned to us for the last 4
hours we were waiting!!!! So I had to
walk to another building and dish out
a small fortune to a guy to print out
Wed Jul 18 2007 - Thu Jul 19
2007: Customs & Shopping
a form with my name and my bike’s
license plate number on it to hand over
to the cargo people. The kicker: the
cargo folks only gave me the form for
one bike, saying they never received
the other form from us! After a bit of
arguing, they gave us their copy so I
sent Neda back to customs with this
while I prepped the motorcycles (hook
up battery, re-attach my windscreen).
By the time we left the cargo
warehouse, it was around 5PM! Nearly
8 hours after we touched down in
Heathrow! I was more worried about
the weather than driving on the
left, the forecast called for rain all of
Thursday and the skies looked pretty
forbidding, but it never did open up.
Driving on the left was not too bad, as
long as there was someone ahead of us
to follow. Roundabouts were a bitch
though! The first one I hit, I thought,
“Doesn’t seem too hard, I’ll just stay on
the outside lane till we reach the road
we want”. Nope. The outside lane exits
onto the next road, so you have to keep
to the inside lane until right before the
exit you want to take. Easy, unless you
have no idea which exit you want to
take until you pass it. Our new name for
this: RoundAndRoundAndRoundAbout.
Thankfully our Canadian flag stickers
on the backs of our bikes served as fair
warning to the motorists behind us.
It took us about another hour to
cover the 50km back to our hotel.
Riding through London in rush
hour was very frustrating between
the congestion and navigating the
roundabouts. I didn’t take many
pictures, we just wanted to get to the
hotel pronto. They lanesplit in the UK!
We felt like such squares doing our
staggered positioning behind cars. We
were being passed by scooters! One
motorcycle, taking pity on us, motioned
for us to follow him down a bus lane,
Woke up at 11AM to the sound of
thunder and rain hitting the window of
our hotel room window. We’d slept for
over 11 hours! It did stop raining before
we met up with my parents a couple of
hours later. They wanted to take us for
a walking tour around London. We had
booked around the Kensington area
because it was close to where my cousin
is going to be married on Saturday.
It also used to be the place where my
parents and I used to live in for a couple
of years after I was born.
In the last 30 or so years, the
Kensington area has gotten to be quite
the posh neighbourhood. Oh, by the
way, ever since arriving here, I’ve
been trying to use British slang like,
“Smashing!” and “Brilliant” and taken
to calling women, “Luv” and men,
“Mates”. It’s not working too well...
We heard on the news later on that
evening that there were floodings in
many parts of the UK because of the
heavy rains that have fallen over the
last week. Crossing my fingers that the
Fri Jul 20 2007: London
but we were too chicken, I still had to
get used to the whole left lane thing
and besides, with my side cases, I was
almost as wide as a car. Interestingly
enough, nobody waves. I guess with
your waving hand on the outside of
traffic, it’s harder to see, but since 1 out
of 5 vehicles is another motorcycle, it
must get tiresome.
Finally got to the hotel after
several missed turns according to the
GPS (which I thought would overheat
from having to recalculate the route
so often). Haggled with the Marriott
parking attendent who told us, “We
don’t park motorcycles here”, which
apparently is code for, “If you slip me
£20, you can leave your motorcycles in
that corner over there”... *sigh*.
This is really the first day of riding.
Getting out of London was a bit
easier than getting in, thanks to my
Uncle who told me to go west on the
motorways instead of taking the surface
roads east. It added another 70kms
to the trip, but saved us over half an
hour. It’s a nice place to visit, but the
congestion would be a dealbreaker
Sun Jul 22 2007: Eurotunnel &
Normany Beaches
I’m trying to get on GMT, but I’m not
able to get to sleep early enough. I
was up till 5AM in the morning, which
meant another late start at 11:30AM.
Argh! Back home, I suffered from
Lifestyle-Induced-Jetlag. Now I’m
experiencing the real thing on top of it!
Neda did wake up at 8AM and walked to
the closest Waterstone’s to pick up the
new Harry Potter. When I woke up, she
was already 150 pages into it!
Sat Jun 21 2007:
An English Wedding
weather will be kind to us when we
leave London in a couple of days.
MAY 2010
[ 23]
2Ride
for living here. These past few days
I’ve noticed there’s lots of money in
downtown London: tons of late-model
Carreras and Aston Martins.
Today we’re taking the train under
the English Channel. Foreigners call it
the Chunnel, but it’s the Eurotunnel
to locals. It was mainly motorways
from London to Folkestone, which
is the coastal town near the closest
point between England and France.
At the entrance to the Eurotunnel,
we met a group of bikers from Spain,
who were just coming back from a
trip from Morrocco to the northern
tip of Scotland. Neither of us spoke
Spanish, so I was communicating in
broken French to one of the guys, and
Neda was speaking Italian to another.
I really admire the Europeans for their
ability to speak more than one or two
languages!
On the train, we met a three English
BMW bikers in our car that were going
to the Loire valley, and we broke out
the maps while they gave us some tips
on what to hit in central France. Castles
and vineyards and LeMans, Oh My! The
Chateau Villandry, in the Loire Valley,
France
MAY 2010
[ 24]
2Ride
Whohoooooooo! We went to Le Mans!
Sorry, I totally gave the ending away
HarryPotterDies what? Who said that?
;) Just kidding about the Harry Potter
bit, I didn’t read the book and Neda’s
only on page 249 as I’m typing this right
now. Normally she’s finished a Potter
book in less than 24 heures, ooops,
sorry, another Le Mans reference...
Okay from the beginning, we got up
at 6AM today! Which was perplexing
when the checkout counter’s clock
Mon Jul 23 2007:
Le Mans & Tours
train ride was actually quite smooth,
no need for tie-downs for the bike. I
didn’t even notice that we had gotten
going. Only a few jerks when stopping
30 minutes later on the French side.
The first thing I noticed as we got
off the Eurotunnel were the speed
limits: 70 km/h on the motorway, but
up to 130 km/h between cities! Sweet!
We stopped for lunch at the gas station
just outside the Eurotunnel, but I now
wish we would have waited, because
as we took the coastal road across
Normandy towards Dieppe, there were
several small towns with inviting cafes
along the main road to stop and eat.
One town did catch our fancy, Wissant
had a beautiful beach with the cliffs in
the distance.
We had great weather today, but
the forecast calls for rain. Our first
steps in the old continent has been
as wanderers, no set plan or route,
but I am a planner at heart, and I’m
worried about keeping to a schedule
so that we’ll see everything we want to
see in the time that we have. We only
managed 70 km in France today. I think
tomorrow we’ll have to forego the
coastal route and hit some motorways
to get through this country a lot
quicker than we’re doing.
Imagining a 24 Heures race at Le Mans
reads an hour later. No worries,
they’re probably not changed over
from Daylight Savings. Then more
clocks started reading the wrong time.
Newsflash: France is in a different time
zone than GMT, which means we woke
up late again! And that tomorrow,
we’ll have to get up at 5AM effectively.
WTF?!
As we left the Manoir, we decided
against putting on our rainsuits,
even though the sky was black with
threatening clouds. As every biker
knows, the minute you forego rainsuits,
it’ll pour on you 10 minutes after you
make that decision. Which it did. So
after the first toll booth, we stopped
at the side of the road and put the
suits on. Which came in handy for
the next 5 hours of riding through
pouring rain from Le Touquet to Le
Mans. That’s right, we went to Le Mans!
Whoohoooo!!!!
The ride there was not very
exciting. Actually, doing 140 on the
Autoroute in the pouring rain is a
different kind of exciting, especially
when passing trucks and their clouds of
spray water. Even if you can’t see their
tail-lights, you can always tell when
there’s a truck ahead of you.
We got to Le Mans around 2PM,
what a cool place! So much history
and tradition on that one racetrack.
I was hoping to get special Le Mans
food at the cafeteria in the Automotive
Museum, like a McQueen Burger or
a Feel-It-For-24-heures Chili. But
alas, they just had normal cafeteria
food... It was nice spending a rainy
day inside the Musee Automobile de
la Sarthe (Le Mans Museium). The
museum was interesting, but I wasn’t
into the older cars, and they only had
a few motorcycles on display. Lots of
Jackie Ickx, but no Valentino! Or even
McQueen! WTF again?! The French...
We bought a ticket to take our bikes
into the Le Mans stadium, which I found
more interesting than the museum.
Couldn’t take them on the track but
we got to tour around the paddock, the
grandstand and the village. It isn’t hard
to imagine tens of thousands of people
attending a MotoGP or 24 heures race
here. I think our next trip will include a
Woke up at 7AM today, Neda doing
her Yoga, me doing my Internet before
we leave. After a quick continental
breakfast at the Manoir, we head
towards Amboise, home to one of the
castles in Neda’s shortlist of places to
hit in the area. Neda’s a huge fan of
castles from back when she was a kid,
me - not so much. The weather is very
overcast but the forecast doesn’t call
for rain. I’d hate for this trip to be like
our Cali trip last year, rain almost every
day! Amboise is about 25 km south of
Tours, and it’s a pleasant ride through
Tue Jul 24 2007: French
Castles in the Loire Valley
live MotoGP race.
After a couple of hours wandering
the track, we decided to make our way
to south to Tours, about 80 kms south
of Le Mans. Almost ran out of gas along
the way, but while we roamed around
Le Mans (the town) looking for a gas
station, we stumbled upon the public
section of the Mulsanne straight. So we
rode on a section of the Le Mans road
course! How cool is that?!
Scooters in San Sebastian, Spain
some scenic French countryside.
Ate breakfast at a baguette place
across Chateau D’Amboise, and hit
the second stop in Neda’s castle tour,
Chenonceaux. Just over 10 km south of
Amboise, it’s close enough that they’ve
set up a very scenic bike path between
the two towns. Chenenceaux is huge,
with sprawling grounds and moats and
typical fairy-tale castle stuff. Neda says
that this Chateau inspired the fairytale Sleeping Beauty. I can believe that,
as some kind of spell fell over me and
I slept for over an hour on the park
bench while Neda toured the castle and
the grounds. I was awoken by a kiss
from my Princess Charming who came
to take me to the next castle.
Next stop is Villandry, 50 kms
west back past Tours. Had a couple of
encounters with French radar cops,
thanks for the heads up to oncoming
motorists who flashed us to warn of
the speed trap! Apparently you don’t
want to be caught speeding in France,
I think they speed in your general
direction or something. Apparently I’ve
been banished from the Castle Tour
MAY 2010
[ 25]
2Ride
for incesseant slumbering, so for the
next castle, Neda did the tour alone
while I walked around the very pretty,
but small village. We met up again for
dinner and compared stories, but by
this time it was around 7PM and we had
a 4 hour ride south to Bordeaux.
It was quite the adventure riding
doing 130 legally on the Autoroute in
the dark. We shared the highway with
truckers and learned the French way of
signalling lane changes - you keep your
left blinker on while in the left lane.
This accomplishes several things: 1) lets
the person you’re passing know you’re
in the lane beside him and not behind
him 2) if there’s someone in front of
you, it reminds them to MOVE OVER!
and 3) lets everyone know that you’re
a good citizen and that you’re only in
the passing lane temporarily and will
get back in the right lane as soon as
possible. I love the European etiquette
of driving! If only the 401 were
like that!
Arrived in Bordeaux with no
hotel booked. We quickly found out
that almost all hotels in the area
close the front desk at 9PM, so if you
arrive without a reservation, you’re
practically SOL. Around midnight, we
stumbled onto The Night Hotel, with
it’s automated check-in system and
access codes that befuddled us for quite
some time. But for €31, you can’t really
complain. Actually, we thought that,
until we saw the communal showers.
I was up till around 2 in the
morning getting everything prepared
for the next day. All the batteries on
our electronics ran out at the same
time, and we only had one electrical
socket in our room (€31, can I start
complaining now?). So I had to sit there
and recharge both our cameras, both
our iPods and my laptop to get some
kind of minimal charge to last us the
MAY 2010
[ 26]
2Ride
It was a late start today: 8AM due
to me getting to bed at 2AM! Had a
quick continental breakfast at The
Night Hôtel!, and we actually saw the
staff for the first time this visit! We
Autorouted about 200kms south to the
Spanish border and just before hitting
San Sebastian on the coast, detoured
back inland to get a small taste of the
Atlantic or Western Pyrenees, which
are just the foothills to the really high
mountains. Right now the plan is to
do Spain, north to south, and then
double back to France to do the Central
Pyrenees properly.
The run to the border was
uneventful, you can cover a lot of
mileage fast when the speed limit is
130 km/h! Just turn up the tunes on
the freshly charged iPods (see previous
post) to turn the trip into your own
music video! Interesting that the
Cypress trees in the north have now
given way to another type, I have to do
some research to find out what kind of
tree this is.
The Pyrenees mountains form a
natural border between France and
Spain, and the scenery changes almost
immediately when we get off the
Autoroute. We take the first twisty road
of the trip, nice sweepers, through the
valley where you could see ahead of you
lush green-coloured mountains with
patchwork squares of farmland lining
Wed Jul 25 2007: Atlantic
Pyrenees & Pamplona
next day. And plan out where we’re
going tomorrow as well! I have no idea
where we’re going to be from one day
to the next...
We’re truly wanderers at this point
because the plan changes every day as
we re-evaluate what we want to see and
what we can do in the timeframe we
have...
the faces like a quilt. Just like all the
movies and pictures you see, but more
vivid. And larger. And cooler.
Stopped for lunch at a small town
along the way and wondered if we
were still in France or not. The menu
was in French, so yes. After lunch,
more twisty roads, this time tighter as
the roads climbed up the mountain.
One thing about the signs in Europe,
when the speed limit for a turn ahead
is posted at 30 km/h, you go 30 km/h!
Anything more is dangerous. The same
sign in North America meant that you
could safely take the turn at 60 km/h,
maybe 80-90 km/h if you wanted to try
touching a knee down. We did the same
radius turns in California and those
were marked 10 mph!
At some point, we crossed the
French/Spanish border without
even knowing it. We pulled up to a
T-intersection looking for the sign
to Pamplona, and decided to rest in
the shade of a building. A big guy in a
wifebeater was cooking some rice and
beans on a large open pan outside of
the building and we started talking -
Sierra Morena mountains of Spain
in the background
funny how being on bikes makes you so
approachable to other people. He spoke
French to us, but we found out that he
was actually Spanish and that we had
just crossed into Spain. Interestingly
enough, the building we were sitting on
the shade of, was a police station, and
he was an on-duty police officer. I don’t
think they get a lot of crime in those
small Spanish villas.
One thing we’ve noticed about the
folks in Spain is that they’re a lot more
friendlier and casual than the French.
Also the architecture of the buildings
in the old villages change right across
the border. Gone are the grey-thatched
triangular roofs, now we see buildings
topped with terracotta shingles. We
continued on the same twisty roads to
Pamplona, Neda led the way so I got
some nice shots motorcycle shots.
We got to Pamplona around 6PM.
The GPS led us to the Leyre hotel in
the centre of the city and we were
glad there were rooms available. As
experienced travelers, we’ve found
that most times you can get a room
in a hotel if it’s early enough on a
I got up late today. No matter what time
zone I’m in, 4AM local seems to be the
default bedtime for me. We only have
a short ride today, about 150 km loop
of some twisty roads through some
National Parks in the Basque (NorthEast) region of Spain.
The weather was disgustingly hot
and humid, the air temperature was
34C! I felt sorry for Neda in her full
leathers!
When I was planning this route last
night, it routed around this small town
on the highway called Puente le Reina,
but I fixed it to go through instead.
We ended up stopping there for lunch
and it was very nice! A lot of folks were
dressed up in that characteristic white
and red outfits, we thought they were
part of a club or something, but the
waiter who served us lunch told us that
that is the outfit they wear to celebrate
Spanish vacations/holidays. The backs
of the scarves have the hometown
where they are from!
After lunch we hit the Parque
Natural de Urbasa-Andia, about 100
kms west of Pamplona. The central
feature here is a large mountain with a
Thu Jul 26 2007: Basque
Parks & San Sebastián
weekday and the town is small enough.
Forget rolling into a touristy-city on a
weekend at 10PM looking for a place
to crash! Too many bad experiences
knocking on hotel door after hotel
door begging for a corner to park our
weary butts for the night! So tonight,
I’m also reserving the next couple of
nights (Yay! Our first rest day) in San
Sebastian, a coastal resort town near
the French/Spanish border. Online,
already the rooms were being filled up.
I had to book one night with Expedia,
and the other night on the hotel
website...
winding road that snakes up and down
it. We’re here more for the road than
the mountain. One side of the mountain
is a long ascent with 60 km/h curves, as
we reach the top, there is a monument
with a viewpoint and then the other
side of the mountain is a quick descent
with 20 km/h hairpin turns. This would
be a fun road to do backwards as well,
as I find hairpins easier going uphill.
Almost immediately after UrbasaAndia is the Parque Natural de Aralar,
which is composed entirely of a dense
forest and a very twisty 30 km/h road
that just does not let up, curve after
curve. It ends at the town of Beasain,
where we turn back north east to the
coast, to San Sebastián, our destination
for the next couple of days!
We’re at a critical point in the
trip, where we have to plan our next
few days. I can’t believe we’re a week
into our trip and there’s still so much
ground to cover! I had originally
planned to cover the northern coast of
Spain and then into Portugal and then
back to the Andalucian region of Spain,
but this country is so large and I really
MAY 2010
[ 27]
2Ride
The White Villages of Arcos
de la Frontera
How much can one really write about
spending 1,080 kms on a motorcycle on
a highway across the country. If you’re
in North America, not much.
Sat Jul 28 2007: Spain in a day
Haha, I just called a hotel in the
Andalucian region to make a
reservation for tomorrow. When I gave
the reservation desk my local number,
she said, “But you are in San Sebastián,
you are in the north of Spain, we are in
the south of Spain!”, I said, “We’ll make
it!”. I hope we do...! We’re actually
in the north-east area, close to the
French border, and we have to make it
clear across to the south-west region exactly 1080 kms in a day!
Fri Jul 27 2007: Beach Day
San Sebastián
don’t want to spend over a week here.
In the interests of time, we’ll probably
have to slab it across the entire face of
Spain straight to the southern coast, it’s
over 1000 kms, which we’ll try to do in
a single day. We’re going to need our
day of rest tomorrow!
MAY 2010
[ 28]
2Ride
Ronda, Spain
But Spain? Holy frack! Even the
highways are twisty! Pretty much most
of Spain, north to south, is comprised
of some mountainous range in every
region. You can’t zone out like an
I40:Indiana to Missouri run! At one
point the 2 lane highway made a sharp
hairpin up the side of a moutain!
Imagine 4 lanes of traffic doubling back
on itself!
We took the main Autovia leaving
the Basque region through Madrid.
I made the mistake of only wearing
mesh in the morning, so I suffered for
the first leg, trying to get as much of
my body behind that big windshield of
mine, handwarmers cranked up to 11.
We had planned to divide the trip up in
200 km segments, as that was around
the point our reserve would hit on the
bikes doing 140 km/h. Normally we’d
average around 300-350 kms/tank, but
you burn a lot of gas trying to push
those bikes at that speed. It’s great
being on the road early enough that
you can catch a sunrise (hopefully to
your left or right, not in front of you...),
plus you don’t have to share the road
with any other vehicles.
We were doing alright with the 200
km/leg plan for a while, but at the end
of the second leg as we approached
Madrid, the weather got stonkin’ hot.
I was now okay, but Neda was really
suffering in her full leathers. She tried
soaking her shirt and hair with water
before leaving, to let the wind and
evaporation cool her down but with the
arid heat climbing past 35C, it would
only last a half hour before she started
overheating again. When we got to
Madrid, we had to negotiate a series of
intertwining highways, getting on and
off a series of exits and on/offramps to
get to the right Autovia to take us south
to Sevilla without going through the
city. What I didn’t know is that Madrid
has an extensive highway system...
underneath the city... where the GPS
signals that we rely on so heavily don’t
go... The minute we went underground,
I was staring at my last known position,
and “GPS Signal Lost. Acquiring
Satellites”. Good luck. Somehow we
actually ended up in the heart of
Madrid pointing in the wrong direction.
I’d make a terrible homing pigeon...
Neda told me I was quite expressive
on the bike, helmet moving violent
back and forth, up and down as I was
spraying venom against the inside
of my visor, fists pounding on my
tankbag...
Somehow we got out of Madrid, but
Neda was not doing well. She had to get
out of the leathers pronto. That’s Italian
for, “Holy crap it’s stonkin’ hot!”. Our
200 km/leg slowly dwindled down to
50 kms. We had to do something, so she
went in her jeans and I gave her my
mesh jacket. It worked. We were 600
kms into our day-long odyssey and we
were good to go. South of Madrid the
landscape becomes a lot more golden
and brown, especially due to the heat
wave that part of the country has been
experiencing for the last few weeks. In
a couple of spots, we even saw smoke in
some areas that suggested small forest
fires! At times, I forgot I was riding in
Spain, it looked like parts of the SouthWest US, California and New Mexico.
There seem to be a gas station every
10 kms or so on the Autovia. Had dinner
in the saddest of roadside restaurants,
old men from the local village singing
songs in the corner. The waiter did
not find our lack of knowledge of the
Spanish language amusing at all. It was
an experience...
The last gas stop a guy from
Hamburg chatted to us a little bit. It was
the first words of English we had heard
all day, ironically from a German! We
then got off the Autovia onto one of the
most beautiful roads I’ve ever been on.
A one-lane country road with twists
and elevation changes, little foliage
around the road so clean sight lines
around each corner. And the scenery!
When we pulled into our town,
Arcos de la Frontera, we were greeted
with an amazing site: a city on the
We spent the day at Arcos de la
Frontera, an old fort/town positioned
high atop of a cliff. All the house and
buildings are white-washed, and the
town has changed ownership from
Sun Jul 29 2007: Arcos de la
Frontera
edge of a huge cliff, almost every single
building was painted white. I think
we’re going to stay here an extra day
here and we’ll walk through the town
tomorrow. I can’t just sleep 8 hours and
climb back on the bikes again tomorrow
morning!
Much as we had our struggles today
with the heat and mileage, today was
one of the best examples of living on a
motorcycle. Every morning, you pack
up everything you own, toss it on the
bike and leave - no trace you were ever
there. And your breakfast, lunch and
dinner are just line items on a petrol
station receipt. When you take your
stuff off the bike in the evening, the
sounds and smells are different; you’re
in another city, a different country,
maybe even a different time zone. That
last one throws you for a loop, because
half the time, you gotta wake up an
hour earlier the next morning to pack
up everything you own, toss it on the
bike, and leave... It’s so romantic, not
being tied down to anything. A true
nomadic lifestyle.
It’s the time you spend alone in
your helmet, especially on the slab,
where you try to do the math and figure
out what it will take to spend the rest of
your life living this way. Because when
that new road ahead of you furls up
into the tight turns that take your mind
away from every other thought, besides
how the hell you’re going to make it
to the next corner: that’s nirvana. All
that other crap around the road is just
window dressing.
This was an errand day. Neda was
suffocating in the heat in Andalucia,
so we had to do something to make
her feel comfortable on the bike. I
checked the web, and there was a BMW
Motorcycle store in Algeciras, which
is near Gibraltar, so off we went at
6AM from Arcos. The weather at that
time is beautiful, about 20C and it feels
even cooler on the bike. Things start
to heat up around noon, when the sun
turns it on full-blast. We didn’t really
Mon Jul 30 2007: Shopping for
Motorcycle Gear
the Moors to the Spaniards so the
archiecture is quite vaired. I’ll spare
you this history (you can google it
yourself),
One thing about the Spanish
language, the c in Gracias is pronounced
“th”, so you actually say it with a slight
lisp: “Gra-thee-us”. Different from most
other Spanish countries. Gracias is our
most widely used phrase when in Spain.
Second is “Perdón”, which means,
“Sorry for hitting you in the back with
my tankbag”.
MAY 2010
[ 29]
2Ride
Sporting my new helmet
venture too far into Algeciras, the
dealership is on the outskirts of town.
Unfortunately, they were a smaller
dealership so they didn’t have any
mesh gear in stock. They called their
sister store in Marabella, about 200 kms
to the east, on the coast near Malaga (a
popular tourist resort town), and they
had the gear in stock in various sizes.
Over the phone they told us they could
ship it anywhere in Spain for the next
morning. They were surprised to hear
that we would be coming over in the
afternoon to pick it up. Apparently in
Europe, travelling 200 kms is just not
done, let alone 1100 kms!
So off we went to Marabella. We
plotted several twisty roads along the
way, so 200 kms, became a 400 km trip
up into the mountains of the Parque
Natural de Los Alcornocales
and Parque Natural Sierra de
Grazalema. The parks were beautiful
and the road was awesome! We met a
couple of British tourists near Ubrique
who were vacationing in the area. They
told us that there was a village with
an enclave of UK ex-pats, so it was
MAY 2010
[ 30]
2Ride
Got out of Ronda pretty late this
morning: 10:30AM. Neda has her new
Tue Jul 31 2007:
Sierra Nevada
an entire village of English-speaking
people in the heart of Andalucia!
We made it to Marabella around
2:30PM to find the BMW store closed!?!
A quick check on the store hours
revealed it was closed from 2-4PM
everyday! Wow, the Spanish take their
siestas pretty seriously! So we headed
into a bar for a drink, only to find it
was owned by another Brit ex-pat.
Had a couple of drinks and lunch in a
restaurant around the corner, and by
that time it was 4PM and Neda went
shopping for her mesh suit. She ended
up getting an Airflow jacket and pants,
same as mine. Good thing it’s in red, or
it’d be the matching rainsuit fiasco all
over again! When it came time to pay,
both our Visa cards got denied from all
the foreign usage over the last few days,
so it was off to find an ABM.
mesh suit so she should be okay with
the heat now. Today was all about
twisty roads. We went north into
the mountains, stopping through
Antequera for groceries along the way
in the morning.
After loading up on water and
stuff for a picnic, we headed down into
the coast towards Nerja, bypassing
the popular tourist city of Málaga.
There’s a fabulous coastal road between
Nerja and Motril that all the local
motorcyclists rave about, so we had
to try it. We missed it the first time
because the GPS routed us on the
Autovia, so we actually did it twice:
backwards and forwards! The first
time round was a scoping run and we
noticed a nice beach, which we stopped
at the second time round. There was a
pretty serious hike down the hill and
once we got to the beach we regretted
not bringing our flip-flops as the sand
was hot! And we didn’t bring a beach
umbrella either, so we got burnt just a
little... Next time, we’ll find a way to fit
Stay tuned for the continuation of
our journey in next month’s issue.
More chills (riding through the
Italian alps) and spills (you’ll
see) and lots more drama and
(unintentional) comedy as we tour
the rest of Western Europe!
that beach umbrella on the bike.
After lunch we headed up to the
Sierra Nevada mountain range. There
was an amazing uphill climb through
tiny towns set against the side of the
mountain. Nice, smooth, new pavement
boasting 20-30 km/h roads, all 2nd and
3rd gear for over 200kms. We started
late, so only got halfway through the
Sierra Nevada. We were getting tired, so
I pulled into the first hotel I saw
and we asked for a room there. It
was only a couple of hours later that
I actually found out the name of the
town: Bérchules.
Spending a night in a little-known but
beautiful town in the hills of Andalucia
It’s our way to get to know YOU!
Stay tuned for information
about our Launch Party BBQ.
You are all invited. Bring your
bikes and friends.
Follow us on Facebook!
Our magazine is delivered to our
ree
subscriber’s homes or business free
of charge. For those who desire
an electronic copy we have the
on
magazine as an online subscription
as well.
MAY 2010
[ 31]
2Ride
2Ride is a FREE subscription. All you need to do is get on the
mailing list, or contact us online. 2Ride.ca.
6C:LB6<6O>C:;DGE:DEA:L=DADK:IDG>9:
MAY 2010
[ 32]
2Ride
“What is also apparent is
that his excitement runs
a lot deeper than just
collecting pretty toys.”
“the original racer was
actually painted in the
color scheme of a can
of Castrol oil…”
PHOTOS BY WOBBLYCAT PHOTOGRAPHY
STORY BY GENE LEE
ever
Joe’s Ducati
W
MAY 2010
[ 33]
2Ride
There is a singular
focus on Ducati’s
Superbike line,
with tasteful
selections of iconic
models, and a deep
knowledge of the
racers that made
them famous.
hat makes a Ducati Superbike appeal to
certain types of people? Is it the gorgeous
Italian supermodel looks - Spartan trellis
frame, the sleek lines of the purposeful
nose and the skin-clad fairing, the clean
look of the undertail exhaust, the beauty of that singlesided swingarm? Is it that intoxicating basso profundo
thunder emanating from a carbon-fiber-clad Termignoni
exhaust? Or maybe the stubborn adherence to a valve train
system that had more cost and complexity drawbacks than
mechanical advantages? Just as Porsche fans adore their
911s for sticking to a rear-engine layout that gives its cars
the weight distribution of a sledgehammer, and BMW boxer
fans celebrate the gawky awkwardness of their jugs hanging
out in the air, perhaps it’s this Desmodromic obstinance that
fan the flames of passion in Ducatisti all over the world.
Joe Antal is one such Ducatisti. That much is apparent
when surveying the fine Italian exotica that inhabit the
2nd floor of the building where he works from. What is also
apparent is that his excitement runs a lot deeper than just
collecting pretty toys. Joe talks of the joy in not only riding
and racing bikes, but as the former owner of a Toronto
motorcycle service shop, he also speaks of the passion in
building and maintaining the very machine that rockets
you away on two wheels. The smile on his face and the
fervor in his voice are that of someone much younger than
his 68-years would lead you to believe. This is a man who
has discovered the fountain of youth, and the waters are
imported straight from Italy!
MAY 2010
[ 34]
2Ride
The Duc that started it all for him is
a 1984 Mike Hailwood Replica that
sits at one end of the collection. With
a production run from 1979-1985,
this bike was created to celebrate its
namesake’s unlikely victory in the 1978
Isle of Man TT. Hoping to capitalize
on Hailwood’s popularity, the factory
quickly modified its production
900SS with fairings that matched the
race bike. The resulting MHR was an
instant hit and is credited by many
as the bike that bailed Ducati out of
imminent bankruptcy in the mid 80s.
An interesting (and funny) tidbit about
the red, green and white colors sported
by the racing bike and its replica is that
while Ducati marketed the livery as
the “tricolore” of the Italian flag, the
original racer was actually painted in
the color scheme of a can of Castrol oil,
one of Hailwood’s primary sponsors!
This bike was, and still is, Joe’s
favorite. Originally purchased by
a friend who owned a local Ferrari
dealership, Joe got a chance to swing
his leg over the seat and relive the
1978 TT on the streets of Toronto. He
decided then and there that he had to
have one and later on that same year,
bought his friend’s MHR with only 400
kms on the odometer.
Joe is quite knowledgeable about
the racing icons throughout the years.
And not second-hand either. While
racing 250cc Yamaha YDS-3s back in
the 60s when he was living in Australia,
he got an opportunity to pit his skills
against one of the greatest racers in
MAY 2010
[ 35]
2Ride
history. Giacomo Agostini showed up
to a race as a marketing ploy organized
by MV Agusta, piloting a 350cc machine
against the local talent. Ago won, of
course, but Joe did get a chance to
meet and talk to the Great One and was
impressed with the man, both on and
off the track.
This keen interest in sport bikes
and racing is reflected in his collection.
There are no Monsters, Multistradas or
Sportclassics here. There is a singular
focus on Ducati’s Superbike line, with
tasteful selections of iconic models,
and a deep knowledge of the racers
that made them famous. We talked a
bit about Troy Bayliss and his humble
beginnings as a spray-painter for an
auto shop, which led to some discussion
about Joe’s own story about having
to escape from communist occupied
Romania, moving several times and
immigrating to Canada in the early 70s,
having to start a new life and build a
business from scratch.
Joe’s second Ducati is his 1999 996
SPS, a model made famous by Bayliss’
first World Superbike win. The SPS
stands for “Sport Production Special”,
the “Special” being an up rated engine,
stronger chassis and lighter weight.
A few things stand out when you look
over this bike, my favorite detail is
the gold-colored frame, but there are
other styling items that signal that is
no ordinary 996, such as the 5-spoke
wheels and an Ohlins rear shock, and
more tellingly, a plaque on the triple
tree that proclaims it #497 out of a run
of #1500 models worldwide. Joe’s model
comes equipped with a Termignoni
titanium exhaust which undoubtedly
would have shaken the room with a
pleasing rumble, if we had started it up.
By this time, Joe was hooked on
Ducatis, and the next couple of
acquisitions in his collection trended
MAY 2010
[ 36]
2Ride
towards newer fare. A 2007 TriColore
1098S sits with 0 kms on the odometer,
its owner awaiting the right track day
to exercise its Superbike muscle and
sinews. Normal street riding would not
even start to tax a bike with 160hp on
tap, race-ready Ohlins forks and rear
shocks, and lightweight components
that distinguish it from the base
1098. 2007 saw the limited run of the
“tricolore” edition of the 1098, the
fairings painted the red, white and
green colors of the Italian national
flag. The “tricolore” tradition began
in 1985 with the 750 F1, one of the
most highly sought after Ducatis, and
continued with such bikes as the 851,
the MHR mentioned above, and the
Monster S4RS.
As well, Joe has picked up a red
2009 848, which is a bit more friendly
for the streets. Sporting the same
physical dimensions as a 1098, the 848
is a logical offering from the factory
to accompany the 1098, similar to the
749 and the 748 that preceded it. The
most controversial issue with this
model is that the 848 is the first Ducati
Superbike to come equipped with a wet
clutch. Many enthusiasts bemoan the
fact that no longer does a Superbike
sound like loose change in a jogger’s
pocket! Other than this minor heresy,
the 848 sticks to the same conventional
rules as other Ducati Superbikes,
namely that the 90-degree L-Twin
motor is still the beating heart of this
beast, the tubular steel trellis frame is
still pulling chassis duty, the exhausts
are still twin cannons bellowing godlike thunder to the vehicles it passes,
and the swingarm is still single-sided, to
give a wonderfully unobstructed view
of the very pretty Marchesini Y-shaped
spoked rear wheel.
Only once has Ducati deviated from
the above formula, and it almost proved
disastrous for the Bologna firm. The
999, which preceded the 1098, dared
to defy Ducati convention and debuted
with stacked headlights, a breadbox
shaped single exhaust muffler and a
double-sided swingarm that proved too
radical for traditionalists, so much so
that they stayed away from the sales
floor in droves. There is no 999 or 749
in this collection, and when questioned,
Joe merely shrugged and with that one
gesture, summed up the majority of the
Ducatisti’s opinions of designer Pierre
Terblanche’s Superbike offering.
Despite this mis-step in the public’s
eye, Terblanche still managed to pen
some of the most loved modern-day
Ducatis, like the Hypermotard and
the SportClassic. His mentor was
none other than Massimo Tamburini,
who was the author of one of Ducati’s
greatest design achievements - the
916. This iconic motorcycle was the
Notes about the writer: Gene Lee is also a Ducatisti,
and is proud to run a 999 on the track, no matter how
many people hate on Pierre Terblanche. The 999 is
cool-looking. (There, I said it. It’s out there…)
grandfather to the modern Ducati
Superbike. This is the same 916 that sits
in the middle of the collection we are
all drooling over. This acquisition to the
collection was actually part of a threebike purchase, alongside another 916
(still crated) and the yellow 998. Almost
doubling his Italian collection in one
fell swoop, this cemented Joe’s status as
a die-hard Ducati collector.
The 916 is definitely my favorite
of the collection. From this cleansheet design, came all the visual and
engineering cues that would later
define all Superbikes that came after it.
It also established Ducati’s reputation
as a builder of championship-winning
motorcycles, with the 916 winning four
titles during its production run, three
with the legendary “King” Carl Fogarty
and one with Troy Corser. There is
a formidable presence that the 916
carries with it - of much greatness that
had been accomplished, and a strong
promise of the glory in the years to
come. All of which eventually would
come true.
So you might ask, what would drive
a person to purchase 7 Ducatis? If you
stood in the middle of this collection,
surrounded by the glory of decades
of racing victories reflected in the
polished crimson fairings of Bologna’s
proudest mechanical achievements, you
would not ask such a question. Instead,
the question you would probably ask is,
“Which Ducati are you going to
get next?”
Instead, the question you would probably ask is,
“Which Ducati are you going to get next?
MAY 2010
[ 37]
2Ride
T
MAY 2010
[ 38]
2Ride
he 2010 Kawasaki
Concours, a re-built sports
tourer designed around
the ZX-14 motor, now
called the Concours 14.
Its first premier in 2008, the new 2010
Concours 14 is an advancement over
its precursor with credit to enhanced
handling, improved touring luxury, and
traction control.
With well defined looks, the C14
was refined on the sportier side with
remarkable execution from the
1352cc Inline Four power plant,
proving Sports Touring can be sleek
and sophisticated, sexy!
Now featuring K-ACT ABS
(Kawasaki Advanced Coactive-Braking
Technology) linked brakes, the new
system is alleged to be 30% less in
weight and 25% smaller in size.
The new ABS’s ECU cannot be
immobilized entirely, only allowing
a rider to choose from two differing
adjustments that control the rear and
front braking results. With the front
and back brakes identically linked
regardless of mode; Mode 1, for the
sport rider, delivers delicate outcome
on the front braking; while mode 2 has
a more aggressive braking effect in the
front when using the rear pedal. To
bring this 689 lb bike to a halt braking
is all important. With the 2 modes
that’s made simple, however, toggling
between Mode 1 and Mode 2 cannot be
done on the fly.
With K-ACT and KTRC switches
on the left handlebar, the new KTRC
(Kawasaki Traction Control) unlike the
K-ACT, does offer on the fly adjustment
between off and on. The KTRC using the
ABS sensors does nothing to add weight
to the already heavy machine. The ABS
system, sensing some wheel spin, will
send a signal to the ECU, which will
then control engine output by adjusting
the ignition timing, intake airflow,
and fuel delivery through sub throttle
valves smoothing out performance.
New for 2010, heated grips not
available on the previous 2009,
add a considerably toasty touring
comfort. These new heated grips heat
up rather quickly with a left hand
knob presenting variable settings.
Information on the instrumentation
console is far easier to thumb through
via the left side info switch.
Other left handlebar functions;
a Mode Select Button, it navigates
through information made available on
the LCD display. This is an improvement
over the prior setup, which then would
require the rider to move their hand
from the bars to press the button on
the dash; however the old button is still
there on the dash by the way.
Also addressed in 2010 was the
engine heat from the right side bottom
of the fairing, predominantly when
idling; which discharges searing heated
air right onto a rider’s legs. Kawasaki’s
redesigned the fairing which asserts
improved airflow to dispel heat better,
MAY 2010
[ 39]
2Ride
as well as a lustrous look. New exhaust
shield and sealing off of the affected
area in the lower fairing, proved to be
the winning combinations.
With improved K-ACT and
ABS ,KTRC, new taller windscreen,
glove box, heated grips, and newly
repositioned mirrors all adding up to
the newly, improved 2010 Concours.
This new Concours is definitely the
hottest sports touring bike around! In
2010, she’s now available in a stealthy
Flat Super Black or Candy Neptune
Blue. I like this bike!
STORY BY MR LEE AND PHOTOS BY KAWASAKI
2010 Kawasaki Concours
cool from any angle
MAY 2010
[ 40]
2Ride
W WW.AZ URE BLUE. CA
7 QU EEN ST REET NORTH • BO LTON, ON TARIO • 905-533-0887
4 240 BLOO R ST REET W EST • TOR ONTO, ONTARIO • 416-253-1730
MAY 2010
[ 41]
2Ride
For details visit www.topendz.com or enquire via [email protected]
We supply Pazzo, Knox, MotovationUSA, R&G Racing, Wiz Slider, Rizoma,
Vesrah, CRG, Supersprox, Gilles Tool and many more.
SUPPLYING HIGH QUALITY
PRODUCTS TO RIDERS OF
DISCRIMINATING TASTE
SINCE 2003.
T
MAY 2010
[ 42]
2Ride
he world has seen its
presence since the hippie
era then it was brought
back in the early 2000’s
now (after a year hiatus)
this baby returns to the north American
market leaner and meaner, the 2010
Z1000 has had a complete overhaul and
we love it.
Everything about the previous
version be it handling, performance or
looks has changed and it is good. Gone
is the bulky steel frame which is now a
5 piece aluminum frame that weighs 9
pounds less than the previous model.
This frame wraps around it’s very own
engine: a beefy 1043cc which is not
taken from ZX-9R and gives it a slimmer
contour around the seat area also the
engine is hung via a 4-point mounting
which provides a increased chassis
rigidity and stability.
The suspension uses a horizontallymounted back-link hydraulic shock
absorber. The two-way adjustable shock
is attached between the frame through
a fixed link mounted on top of the
aluminum swingarm. This arrangement
allows the shock to be kept away from
the engine and thus also away from the
consequent heat produced this gives it
a consistent damping performance and
complimented by a single-piston rear
caliper mounted below the swingarm.
The front has a conventional Showa
41mm inverted fork and the same
STORY BY STEVE VILLAMARIN
PHOTOS PROVIDED BY VICTOR “SCHWARTZ “BARROS FROM MCV MAGAZINE PORTUGAL
A bike that stands for MEAN, SEXY, BEAST
and not necessarily in that order.
The Kawasaki “Z”...
(
300mm diameter petal-style discs with
a pair of Tokico radial-mount 4-piston
calipers (same as the Ninja ZX-10R).
Intake air is channeled though an air
induction system that uses intake
scoops on both side of the machine
which funnels the air into a resonator
chamber equipped airbox (it also
enhances the sound of the bike which is
very cool).
Riding the new ZED-1 was a
radically different experience for
starters the bike feels narrower around
the seat area thus more comfortable,
the riding position is still sporty/
relaxed and that is to be expected
from the ZED-1. The tank has nice
contour cut-outs for the knees and the
MAY 2010
[ 43]
2Ride
position and location of the foot pegs
and controls are ideal for most riders
whether they be tall or short.
The most welcome feature as opposed
from the previous versions is that
the engine does not vibrate anymore!
Torque has always been a strong point
in the ZED-1, bottom-end power is
powerful but not overwhelming mid
range acceleration is smooth and it
spools up leisurely.
The sound of this beast was like a
piece of heaven, Kawasaki bikes have
been known for their induction noise
but the people at Kawasaki have gone
overboard with this beast… the new
ZED-1 with its new airbox sings with a
voice of angels.
the new ZED-1 has
proven to be better than
all of its predecessors
MAY 2010
[ 44]
2Ride
Handling and braking were top notch
however braking did not feel like a
premium superbike but is was very
reasonable for normal use as a street
bike and as far a handling goes this bike
turns with little effort and additional
speed only improves its superb
handling with little effect on chassis
stability.
I own a 2003 ZED-1 and I could
not fathom why the people at Kawi
would re-boot and re-introduce a
bike that was already perfect to a
north American public that has not
appreciate this kind of bike very much.
However… the new ZED-1 has proven
to be better than all of its predecessors
and its giving its competition a good
run for the money and it can satisfy the
needs of the poser and/or the hardcore
racer and priced similar to the ZX6R one can get a bigger (and sexier)
beast. All I can say is ZED is not dead…
welcome back ZED.
Choosing the right
motorcycle can be
a daunting affair.
Everyone has an
opinion. From the
dealer trying to unload
their inventory, to your
friends who have forgotten what it is
like to be a new rider, and of course
the online armchair “experts”. The
answers are many and the answers are
few; and being stubborn and narrowminded, I had my mind set on a sport
motorcycle. Auto Trader seemed like
the perfect shopping solution. I rushed,
I didn’t think my purchase through,
and I ended up with a bike that was
not suitable for me. I had made my
first error in motorcycling. My inner
rider wanted to express itself badly and
vanity led the way.
My 1986 Honda VFR750 certainly
was an iconic motorcycle in its day;
red white and blue, but as my first bike
it was too big for me to handle. The
motorcycle was not pristine and did not
look like the beacon of motorcycling
that it once was having been painted
Tremclad black some years ago. Why
someone would do that to such a
beautiful machine remains a mystery.
It was in poor condition and covered
with decals. I did however own a
machine of power and it made my heart
beat a little faster every time I opened
the garage door.
We believe in many silly things as
inexperienced riders. Watching expert
riders manipulate their motorcycles as
simple toys makes it look so effortless.
I remember announcing to my friends
my intentions of attempting a wheelie
after watching a short technical video
online about roll-on wheelies. A simple
twist of the throttle, release and twist
again would simply lift the front
wheel of my weighty VFR and I would
ascend towards the heavens and in the
echelons of my comrades’ adoration
and respect. Laughter is what I got in
return. My first wheelie had me flat on
my back with the motocross motorcycle
laying a few yards away. Thankfully,
I learned to take such undertakings
off road with smaller displacement
machines. Grassy and sandy surfaces
are much softer to land on.
Learning how to master the
throttle, the motorcycle’s most abused
control, while taming the speedy
demon must be balanced against the
world’s unforgiving venues. Negotiating
slow speed maneuvers while making
a grand entrance in the crowded
parking lot at the local coffee shop
can be a source of embarrassment for
the new rider and entertainment for
those loitering outside. It certainly
was embarrassing for me. Seeing large
gatherings always made me nervous
and more often than not I parked
incorrectly. I was not very graceful
as I shuffled my feet to keep my beast
upright in order to find the right angle
to station.
I put a shameful 700 km on to the
VFR’s odometer that year and to make
matters worse, I damaged my ride
MAY 2010
[ 45]
2Ride
trying to keep up with experienced
riders from the Ontario Dual Sport
Club. The mechanical concepts of the
motorcycle were still foreign to me
and going up a steep hill in the wrong
gear, I lost momentum and tipped
over. My first crash and the results
were a broken clutch lever and foot peg
bracket, wounded pride and an abrupt
end to my riding season as spring was
just blossoming.
After a challenging first season,
I put the VFR to rest and purchased
a lighter BMW Enduro machine. This
purchase would prove to be my first
good motorcycling decision. The fuel
tank underneath the seat made the bike
feel lighter and the wide handlebars
made it easier to steer and maneuver
in confined areas. As my experience
grew, so did my enjoyment and love
for the sport. I no longer find larger
motorcycles intimidating and have
found many tricks to compensate for
challenging seat heights and weights.
Over the years, I have learned that
riding safely and within your limits
takes focus, confidence, practice,
patience and self-discipline. Finding
the right learner motorcycle is a crucial
step for a healthy motorcycle career.
Dealers, friends, and experts can all
help guide you to your first motorcycle,
although your dream bike may not be
the best first bike. Think with your
head, feel with your heart and be openminded to try what is in between.
STORY BY STELLA, THE RIDING PRINCESS
Evolution of a New Rider
MAY 2010
[ 46]
2Ride
Plus many more forums like classifieds, track days, insurance (laws/rules)
and of course the General Discussion forum.
Buying/Selling? From the purchase of a motorcyle right down to your tires, gear and oil,
our Dealer/Vendor forum is one stop shopping for all your motorcycle needs.
Need Insurance? Check out our Insurance Specialist Forum.
A list of of insurance brokers to provide with a quick quote. One stop shopping.
Just wanna get out and ride with some people? Rides/Hooksup is the place to be.
There’s always a ride going somewhere and you’re always welcome to join.
Technical Issues? We’ve over 17,000 members are always willing to help guide you
in any technical issues you may have.
New Rider? Head over to our New Rider’s Section and get some great tips
to help you get started.
www.gtamotorcycle.com has been bringing riders together since 1999!
We are the Greater Toronto and Area Motorcycle Enthusiast Community.
I
often hear, or rather feel, this
sentiment from a lot of female
riders. It’s true, as the underdog in a male dominated sport,
us women struggle to be heard.
We face different challenges that range
from finding gear that fits to being
taken seriously. But if you ask me,
women who ride sometimes fall pretty
to the pigeonholes we place ourselves
in, and then shout to be heard out
there.
Like many things in life, becoming
a confident female in a sea of testosterone is a process. This butterfly process
has many phases that take female riders
through their journey to being comfortable in their own…err on their own
bike.
We start out in the Impression
Phase. Not only are we impressed by
guys who ride, we also yearn to make
an impression ourselves when we start
out on this fearless journey. As Lisa
in Mississauga reminisces, “at first I
learned to ride because I just wanted
to prove to my boyfriend I could do it.”
A sentiment echoed by many female
riders I’ve met, myself included. I was
eager to prove myself to the naysayers
and to be perfectly honest, I was scared
to death. But between my fear and
sheer bravado, I fell in love with riding.
Out of the Impression Phase came
the Unique Phase. Somehow in learn-
ing to ride a bike, women believe we’ve
broken down barriers, we’ve closed the
gap, we’re a rare breed to be revered
and respected….we’re a woman who
rides! We forget that others came
before us; we forget those in our midst;
and worst of all, we start to believe our
own hype. Others are in awe, and as
our egos grow so too does our prowess.
Jane from Toronto muses “I felt fierce,
like I was the first woman to do this and
I wanted everyone to know!”
And whether we’ll admit it or
not, we start into what can only be
described as the Disdain Phase. We
look down on other women who are
“only” passengers (forgetting that we
were once in their shoes). Like Christy
from Etobicoke says “you start to think
you’re better than them….now whether
you’ll admit it or not is a different
story.” Sometimes it takes time, and
sometimes it takes a different outlook
to finally get past this particular hump.
I took the humble route when, in my
high-and-might state, I met a female
passenger that, unbeknownst to me,
was legally blind. I’d always wondered
why she never learned to ride, but for
her being a passenger was the only way
she was going to be a part of the sport,
and she was all the happier for it. Hearing her story humbled me, and took me
to my next phase.
As the disdain phase wears thin, we
STORY BY KELLY GIBSON
I am Woman,
Hear me ROAR!
MAY 2010
[ 47]
2Ride
enter a phase many a woman has fallen
prey to: the “one of the boys” phase.
You’re no longer the new kid and your
fellow riding friends, mostly guys, have
stopped treating you like the baby and
let you into their world. They expect
you to move your own bike, they expect
you to keep up, and they expect you to
know the difference between a spark
plug and an allen key. You’re in a comfortable place and you’re starting to put
all the knowledge you’ve absorbed to
real use. This is the good stuff. You are
one of them.
You’ve arrived. You’re at the final
stage: affirmation. Leah in Cambridge
remembers “I was finally comfortable
in my own skin, both as a rider and as a
woman.” I couldn’t agree more. Somewhere along the way I realized that I do
know the difference between a spark
plug and an allen key and that I can
move my own bike. I found gear that
was tailored to a woman’s fit, and a bike
that I could ride confidently, and ride
well. I didn’t need to prove anything
to an ex-boyfriend, and I was as happy
talking to the women that rode with the
group as I was talking to my friend who
came as a passenger with her husband.
So when I come across a woman who
roars, I smile to myself in memory and
think, not “I am woman hear me roar!”
but rather “I am rider, hear me roar!”
MAY 2010
[ 48]
2Ride
What a great way to start a new and exciting Magazine geared towards Riders of
all kinds, and to have it in our very own backyard, in the GTA and surrounding…
An early start to great weather, and I know some of us rode the first week of
March… Winter wasn’t as bad as we thought, as a matter of fact? I think it went
by fairly quickly, with Bike shows, Garage parties, events with motorcycle riding
groups and I even helped organize a 50th Birthday party, for one of my Ladyz
riding friends. That’s when I realized I too am getting up in years, making me
think, how wonderful it is to finally ride my own, and appreciate no matter what
age? we are all bothers n sisters of the same passion…
We also have to remember that cars are going to have to get used to us all
over again, and it wouldn’t be a ride without the sounds of bike horns, blasting
that *&%$* cutting you off!
When I first went for my M1, I failed 3x’s, yes that’s right! 3x’s, why?
I passed my motorcycle questions, but it was the G1 and G2 class road test
questions about cars , I never knew the answers to, as I had gotten my drivers
License when it was pass or fail? Finally after the 3rd try, I got it! so now on
to the riders course I applied for, at the Humber College, not knowing where to
even put in the ignition key, I took a 3 day intense course and failed my
first attempt!
Was it nerves? Absolutely, so a refresher course, and then on to the M2 class
again, this time I passed with flying colors. The Instructors are what made me
want to try again and to pay extra attention to what proper riding is all about..
Being a car driver for over 27yrs, riding my own bike was a big step, as I only
knew how to ride passenger…
I may be a new rider of 4 years, but I do have experience in the motorcycle
world. The up and downs, rights from wrongs, and of course all the in
betweens… My passion for Motorcycles and everything that goes with it, is
well over 30yrs, I now have a deeper respect and understanding for the 2 wheel
device, we call freedom...
I am honoured to be a columnist for the 2Ride magazine, I will do my best
in bringing you, the readers, all my knowledge on what’s out there, personal
experiences, the do’s n don’ts, what’s for the better or worse, and opinions that
have no boundaries or expectations on the limits we put out there…
4 wheels move the body, 2 wheels move the soul… anonymous
ciao for now.
STORY BY MIZZ LUCY
Get Your Motor Running
MAY 2010
[ 49]
2Ride
The 2010 WR250X small, light and a great all-rounder.
With light weight, excellent handling and build quality,
this versatile supermoto has more than meets the eye
with its White/Red color scheme. Very appropriate on
or off-road, a superb bike in the hands of a new rider or
seasoned veteran.
STORY BY MR LEE AND PHOTOS BY YAMAHA
2010 Yamaha WR250X
A
MAY 2010
[ 50]
2Ride
250cc liquid-cooled DOHC
four-stroke; four-valves,
single-cylinder engine
is fuel-injected, with an
intake air pressure sensor
and throttle position sensor for great
throttle response as well as great fuel
economy.
The 250cc engine with respectable
low-end and unfailing top-end, one
does tend to find the power in the
midrange to be lacking. However,
this lack of midrange is really only
noticeable when accelerating hard.
Improvement can be made to the
midrange flat spot with a decent
aftermarket exhaust system. That said
there is a lot of power out of corners
and the clutch deals with it smoothly,
while pulling the lever. The six-speed
gearbox keeps the engine revving in its
sweet spot, which is around 8,000 rpm.
The WR250X looking like any other
supermoto with street rubber situates it
not too far from the rest of the crowd.
Sporting the 17-inch standard spoked
wheels with road tires is the standard
solution for most supermoto bikes;
however the 35.2 inch high seat still
requires a taller rider to be seated right.
The chassis, show pieced by the
motocross inspired aluminum semidouble-cradle framework, coupled
to the aluminum swingarm, fully
adjustable 46mm forks and rear shock,
inspires confidence and stability.
Handlebars on the supermoto bolt onto
the top of the forks; at the other end is
the spoked 17-inch supermoto wheel
featuring the 298mm waved disc brake
rotor. The rear of the WR250X sports
an identical wheel featuring a slightly
smaller 230mm brake disc
and a sprocket.
The gas tank, made of steel, is
intended to put forward the proper
knee position for gripping the tank,
while the tall tapered seats is not as
uncomfortable or unkind, such as the
• A direct descendent of Yamaha’s
YZ motocross /dirt and WR off-road
machines
• 250cc liquid-cooled, DOHC engine with
two titanium intake valves and two
steel exhausts, forged piston and plated
cylinder for outstanding durability.
• Pentroof combustion chamber with
downdraft-type straight intake helps
make excellent power across the rev
band, with maximum power at
10,000 rpm.
• First use of fuel injection on a 250
Yamaha on/off-road bike. Relies on
List of Features
case with most motocross counterparts.
The covering of the seat is fabricated
from a non-slip type of material
ensuring good grip on the bike.
The WR250X is great for commuting
handles very lightly with its 136kg;
also making it great for putting around
town. For highway use this motorcycle
is capable, however buzzy.
With fully adjustable front and rear
suspensions there are 10.6 inches of
travel up front and 10.4 inches of travel
at the rear. On the standard settings
bumps are soaked up the greatest of
ease as well as any road irregularities.
Off-road, WR250R dirt model would
do fair better here as the WR250X
reminds you of its purpose. Aiding in
the handling, the brakes are flawless.
Stopping power is very apparent at any
riding speed via the front (298mm) and
rear (230mm) rotors.
Yamaha’s WR250X is the perfect
introduction to the world of supermoto
with a very modest price tag versus
quality. Aimed at the newer rider, this
little supermoto will thrill both crowds;
new riders and experienced alike.
For 2010 Yamaha priced this bike
with a base MSRP of $6,490 due to it
being the only one in its class featuring
fuel injection.
input from a crank sensor, intake air
pressure sensor and throttle position
sensor feeding a compact ECU to
provide optimum combustion.
• An ECU-controlled EXUP® exhaust
valve, along with an electronic intake
control valve, broadens the powerband.
• High lift cams have WPC surface
treatment in which the surface is
sprayed with fine powder at over
100 meters per second to increase
surface hardness.
• Three-axis engine layout keeps the
engine compact. Wet sump tucks
between frame rails to keep the engine
height down.
• Rare earth-type ACM alternator keeps
the weight down while providing all
the current needed to run the FI and
lighting systems.
• Direct ignition coil sits atop the spark
plug—another first on a Yamaha on/
off-road model.
• Six-speed gearbox provides a wide
spread of ratios, with shower-type
lubrication for reliability. Special, lightaction clutch makes shifting a snap.
• Tucked-in, three-chamber muffler
helps keep mass centralized and the
bike quiet.
• Electric start only: Leaving off the
kickstarter keeps it light and simple.
• 17-inch wheels mount radial street
rubber in 110 front and 140mm
rear widths and help lower the seat
approximately 1.4 inch compared to
the WR250R.
• One-tooth smaller rear sprocket
(13/42) works with the smallerdiameter tires to bring out the
WR250X’s strong accelerating
character.
• Stiffer springs front and rear and
street-oriented damping settings
reduce pitch compared to the WR250R
for excellent pavement performance.
• YZ/WR250-inspired semi-doublecradle frame uses a main frame of cast
and forged aluminum sections, with
8dchiVci"bZh]+"heZZY!bjai^eaViZlZi
XajiX]
8]V^c
IgVchb^hh^dc
;^cVa9g^kZ
=nYgVja^Xh^c\aZ"Y^hXWgV`Z!'.-bb
=nYgVja^Xh^c\aZ"Y^hXWgV`Z!'(%bb
&&%$,%"&,
&)%$,%"&,
-(#&^c
(&#.^c
)+#.^c
(*#'^c
*+#&^c
&%#'^c
'#%\Vadg,#+a^igZh
&(+`\
7gV`ZhGZVg
I^gZh$;gdci
I^gZh$GZVg
DkZgVaaAZc\i]
DkZgVaaL^Yi]
DkZgVaa=Z^\]i
HZVi=Z^\]i
L]ZZaWVhZ
<gdjcY8aZVgVcXZ
;jZa8VeVX^in
LZiLZ^\]i
H^c\aZh]dX`![jaanVY_jhiVWaZ!&%#)"^cigVkZa
HjheZch^dcGZVg
7gV`Zh;gdci
>ckZgiZY[dg`![jaanVY_jhiVWaZ!&%#+"^cigVkZa
HjheZch^dc;gdci
Chassis and Dimensions
;jZa>c_ZXi^dc
9^gZXi>\c^i^dc8d^a
>\c^i^dc
8dbegZhh^dcGVi^d
;jZa9Za^kZgn
,,#%bbm*(#+bb
&&#-/&
7dgZHigd`Z
'*%XX!A^fj^Y"XddaZY!9D=8!)Higd`Z!
)kVakZh
Engine and Transmission
:c\^cZ
MAY 2010
[ 51]
2Ride
high-strength steel down
tube for excellent strength and
rigidity characteristics.
• Asymmetrical swingarm provides
excellent strength/rigidity balance
and a dynamic look. Cast aluminum
cross members, extruded arms and a
22mm rear axle are carefully tuned for
optimum handling.
• Fully adjustable 46mm fork provides
10.6 inches of wheel travel. A forged
lower triple clamp and a cast upper
one help give outstanding front-end
feel. An aluminum steering stem
reduces weight.
• Linkage-mounted rear shock provides
10.4 inches of travel with adjusters
for compression damping, rebound
damping and spring preload—and
features a 14mm rod and 46mm
cylinder for excellent damping and
fade resistance.
• Wave brake rotors front and rear,
including a large, 298mm front disc,
reduce unsprung weight and provide
excellent performance. Rear pedal is
forged aluminum.
• Adjustable front brake lever.
• Yamaha WR endure type
instrumentation panel provides
excellent visibility in spite of the
compact size. Basic mode provides
speed, clock, tripmeter and selfdiagnostic function. Measurement
mode includes stopwatch, distancecompensating tripmeter, etc.
• Bodywork with separate radiator heat
outlet helps keep engine and rider cool.
• Lightweight headlight and LED
taillight maximize visibility and draw
less current.
• Separate clutch cover means easier
serviceability.
• One-screw air filter serviceability.
2010 Yamaha WR250X
W
MAY 2010
[ 52]
2Ride
e’ve all seen them
while we are out
riding; the car that
doesn’t maintain
speed or the one
that drifts back and forth in their lane
just edging over the line, or worse…
the car that wanders fully out of their
lane and swerves abruptly back. Are
they drunk? Nope…they are talking on
their cell phone! They sure look drunk
though.
Earlier this year, Ontario passed a law
banning the use of virtually all handheld devices while driving. The law
finally took effect on October 26th but
for the first three months, offenders
only received warnings until February
1st, 2010, at which point offenders can
expect a fine up to $500. Ontario is one
of four other provinces including New-
foundland & Labrador, Quebec, Nova
Scotia and most recently British Columbia. Manitoba is expected to follow suit
soon. By enacting such a law, it would
appear that on the surface, the government is being proactive about implementing laws in an attempt to make our
roads safer.
I can’t help to wonder how much safer
will Ontario roads will really be? It
seems to me that although this law will
save face with many concerned voters
about the use of cell phones while driving, it may only be another knee-jerk
reaction by the government and serve
as a handy cash grab at the same time.
Now, before everyone starts swamping
me with emails saying “of course this is
a good law”, it’s important to note that
Ontario will be the only province to
not be applying a point penalty against
offenders’ licenses. Additionally, fines
will also be the highest in the country.
When Quebec enacted a similar law,
the fine was set at $450 and came with
a point penalty against the offender’s
license. This means that if a person
incurs enough penalties (for whatever
reason), they would be considered a
proven danger on the road and have
their license revoked for a period of
time. With the way the Ontario law
is written, it will have no impact on
those who pose a history of dangerous
driving practices. Quebec also issued
over $4.5million dollars in fines in a
10 month period…did Ontario just find
another economic bailout?
Let’s take the economic benefits to the
government out of the equation and
consider the actual cause and effect
that everyone is looking for with laws
STORY BY SHAUN DE JAGER - PHOTOGRAPHS BY CRYSTALIZED IMAGES
Roadawareness.org
like this one. There is no doubt that
talking on cell phones is dangerous. Not
only is this a perceived danger in the
eyes of most people but it’s also been
statistically proven to be truth. Many
studies have been done, especially in
Europe, showing that talking on a cell
phone reduces a driver’s judgment,
sense of awareness and reaction times.
Many real-world testing have shown
that talking on a phone while driving
actually impairs a driver’s judgment
much more than having a blood alcohol level of 0.08%, which is considered
legally impaired.
Many will argue that they don’t see a
difference between talking on a cell
phone and talking to a passenger in
the vehicle. But what they don’t realize is that a passenger also has a sense
of situational awareness to what the
driver is doing that the person on the
other end of the phone call doesn’t
have. They naturally stop talking when
needed so that the driver can focus on
the road. The key here is, that it’s been
shown that a driver cannot consciously
decide what to apply more brainpower
too…the conversation or the road.
When talking on the phone, a large
part of a driver’s attention is focused
on what the person on the other end
of the phone is saying. A passenger
instinctively stops talking when needed
and the driver’s brain instantly applies
all their attention to the task of driving
again. It’s quite amazing how our brain
divides our attention in an attempt to
multitask without our conscience input.
So are we safer with the new law?
Dream on. This new law is actually considered an “anti-hand held device” law,
which also bans checking and sending
emails with your cell phone and bans
the use of MP3 players, DVD units and
pretty much everything that involves
you holding an electronic device to use.
However, GPS units are ok but only if
properly mounted on dashboards or
sure Matrix fans are snickering a little
but there is a parody that can be drawn
here much like taking the blue pill vs.
the red one. Do we really want to know
the truth about in-car distractions or
would we rather remain ignorant and
just sit back believing that the “powers
that be” (in this case our government)
have everything in hand and that they
are taking care of us?
Let’s be honest though. The drivers
who realize that using a cell phone is
dangerous already (hands-free or not)
abstain from doing so. Those who don’t
windshields.
Yes, this covers a wide range of devices and their use but does that really
absolve us from in-car distractions? Not
even close, especially when drivers are
now being encouraged to use handsfree kits for their phones so that they
can still carry on conversations. Wait a
minute…shouldn’t the point of this law
also address the whole concept of talking on a phone?
Unfortunately, it totally misses the
mark in that regard. What’s being
ignored is that those same UK studies that many people are referring too
for statistics also clearly indicate that
using a hands-free kit vs. not using one,
makes no improvement to a drivers
judgment, reflexes or situational awareness. They are still as mentally impaired
as being legally drunk. Just because you
are freeing up a drivers’ hands, doesn’t
mean you are freeing their mind. I’m
MAY 2010
[ 53]
2Ride
will continue to do so until they are
caught but even then it will likely not
stop them from doing it again (much
like speeding). Offenders may change
their habits for a while but will eventually offend again. Of course anyone who
can afford a cell phone, can also afford a
simple hands-free earphone kit but this
still doesn’t address the bigger issue…
in-car distractions…period.
Where do we draw the line though?
First hand-held devices and then what?
Reading a newspaper? Sure. Painting
your finger nails? Sure. Applying makeup or shaving? Sure.
Why stop there? What about changing
the radio station or talking in the car at
all? What about banning children from
cars because they are often a distraction and source of stress to a driver?
Am I getting carried away? I’m sure you
get my drift.
What about taking a different approach? What about educating drivers
about the dangers of in-car distractions
of any kind? What about teaching drivers to realize that the most important
thing while driving a car should be…
driving the car? Of course education
programs like that cost a lot of money
and don’t make any. Passing laws like
this one does make money and provides
a false sense of security in that our
roads will be safer as a result.
We can’t ban every in-car distraction
and only the most ignorant will believe
that this law will make our roads significantly safer.
In the end, it really comes down to
each of us to make a choice. Either you
choose to drive safe and avoid in-car
distractions or you choose not too and
risk a collision.
Safer roads start with safer drivers, so
please…pay attention and ride safe. If
you see a driver who is on a cell phone,
give them lots of space or better yet, get
far away from them.
MAY 2010
[ 54]
2Ride
STORY BY DANIEL CICCONE
PHOTOS BY CRYSTALLIZED IMAGES
TECH
Corner
1.
2.
3.
4.
5.
6.
7.
Chain Breaker and Riveter.
34MM Socket
Torque Wrench
12MM Wrench x2
_ Ratchet
_ Ratchet
_ and 3/8 Socket Set From
8mm to 19mm
Required Tools:
Worn Chain and Sprockets
Issue:
2006 Honda CBR 1000RR
Make and Model:
Clean the front sprocket area with
BRAKE CLEAN or any suitable
degreaser.
Carefully remove the Actuator Rod and
Sprocket cover. This is exposing the
Front Sprocket. Using a 15MM socket
and ratchet, remove the bolt holding
the Front Sprocket in place.
Moving to the Front Sprocket area,
remove the Clutch Actuator and front
Sprocket cover by unbolting the five
8mm bolting holding the cover.
Gently remove the rear wheel and
place it on a suitable stand, rotor facing
the floor. At this point you’re going to
unbolt the old rear sprocket from the
Cush Drive. Taking a 17MM socket and
Ratchet can do this. Removing all the
nuts holding the socket in place.
This is where the 34mm socket and _
Ratchet is required. Remove the axle
nut. Then carefully remove the axle
from the swing arm, holding the rim in
place with one hand, pulling the axle
out with the other. Carefully slide the
rear brake assembly out of the rotor
and swing arm guide.
First step to removing the components
is taking the chain breaker and
breaking one of the master link rivets
that hold the chain together. Once the
link is broken, and the motorcycle is in
neutral, Pull the chain out of the guide.
Next step will be to remove the rear
wheel from the swing arm.
Removal of Worn
Components:
Feed new chain starting at the back
sprocket into the front sprocket,
starting from the top side. Meet the
chain in the middle of the chain guide
Chain Installation
Reinstall wheel in reverse order of
disassembly, Back off Chain tension
adjusters completely to allow for chain
tensioning later. Snug All Fasteners, but
do nuts tighten at this point.
Rear Wheel
Install Front Sprocket on Output Shaft
and using an impact gun. Tighten up
the Front Sprocket Bolt. Reinstall the
Front Sprocket Cover, Actuator Rod and
Clutch Actuator; Snug all 8mm Bolts
using a _ ratchet.
Front Sprocket
Place the new rear sprocket on the Cush
Drive. Taking a small about of Blue Lock
Tite on each of the bolt threads, this is
to ensure the nuts can never come lose.
Snug up all the nuts using a standard
ratchet. Once Snug, take a torque
wrench and tighten each nut in a criss
cross pattern to 55Ft Lbs of torque.
INSTALLATION:
Rear Sprocket
MAY 2010
[ 55]
2Ride
2006 Honda CBR 1000RR Owned
by Philippe Paygur of Toronto,
Ontario.
Daniel Ciccone, Licensed Mechanic
and Owner of Heritage Auto &
PowerSports.
Demonstration provided by:
Heritage Auto & PowerSports
2-24 Ingram Drive,
Toronto, Ontario
M6M 2L6
www.heritageautoshop.com
[email protected]
Bus: 416-249-0422
Tech Notes Provided by:
area at the bottom of the motorcycle.
With the rear wheel pushed all the way
to the front of the motorcycle, take
measure of the length of links required,
Mark the rivet that is in excess and
using a chain breaker, remove the rivet
and discard the excess chain links.
Install the new Master Link on the
chain, but do not rivet yet. Set Tension
to the chain first, once verified. Rivet
master link together. Snug Chain
Adjustor nuts and bolts. Tighten Axle
Bolt to 100Ft Lbs, using the 34mm
Socket and Torque wrench.
MAY 2010
[ 56]
2Ride
There’s only so much unnecessary
maintenance you can perform on your
bike over the cold, long winter months.
So recently I turned my attention to
re-packing my beloved tank bag. What
did I find?
A bit of nostalgia. Hope.
Superstition. Guidance and comfort.
No, my tank bag is not a church,
although it’s almost as big as one. It’s
the factory BMW tank bag that comes
as an option with the R1200GS. Its
capacity is a TARDIS-like 22L, large
enough to fit a full-face helmet and
small pets (if you’re the “Dog is my
copilot” type). It’s also waterproof,
so if you ever want to take a bath in
it, it won’t leak. And it has a great
transparent map holder on the top
that works well if it’s never exposed to
sunlight, but I inadvertently did. Over
and over and over again. So now the
map holder is not so transparent any
more, the plastic yellowing with age,
sun and heat exposure. Kinda like me,
but I digress...
So here I am, yanking out the
contents of my ginormous tank bag
that I’ve accumulated years of “stuff
that absolutely needs to be at a glovedhanded reach at all times”. I couldn’t
possibly argue why I need a batteryoperated personal fan in my tank bag.
But I could make a strong case for why I
do need zip ties and Velcro straps. Less
of a case why I need enough of them to
build my own motorcycle from scratch.
And in 8 different colours, no less.
But sorting through the contents helps
me relive some of the journeys my
bike and I have gone through. I pull
out maps of Ontario, Pennsylvania,
Vermont, New York, California, etc.,
all covered in squiggly lines of yellow
and green hi-liter. Those squiggly lines
make me smile, so I put the maps back
in my tank bag, even though I know
that I probably won’t be travelling to
Colorado this season.
Other items of nostalgia include a
“This Bike Climbed Mount Washington”
sticker, which I never affixed anywhere
on my pristine ride. Also numerous gas,
diner and hotel receipts. My eyebrow
STORY BY GENE LEE AND PHOTOS BY WOBBLYCAT PHOTOGRAPHY
What’s in Your Tank Bag?
does a little Mr. Spock (Nimoy not Silar)
thing when I notice that some of the
diner bills are higher than some of the
motel bills. Those make me smile too,
but in a Glad-I’m-sleeping-in-my-ownbed-tonight way. The receipts go in
the trash, to make more room for more
future incriminating evidence.
There are more coins in here than
Blackbeard’s treasure chest! And not
the small stuff, either. It used to be that
a handful of change at the bottom of
your tank bag meant a bonus coffee at
Timmies. Now, with the loonies, toonies
and whatnot, there’s enough loot in
here to pay for your next major service.
Unless you ride a BMW. Never mind.
Also lots of US coins. It’s funny how
Americans still sort out the Canadian
coins from the US ones when you pay
them, and then hand them back to you
with a WTF-look on their faces. Buddy,
if you hang on to those loonies a few
more weeks they’ll be worth more than
your greenbacks...
I find a granola bar. There is
actually a Best Before date on a granola
bar! This means that any time before
that date, the bar can be used as a good
source of food. After that date the bar
can be used as a tool. Specifically, a
hammer.
Geez, there’s a lot of stuff in here.
I kinda like my big tank bag. It’s my
opinion that the size of the tank
bag should match the size of bike,
for aesthetics alone. The R12GS is a
stupidly large bike, and it would look
silly carrying one of those tiny HelloKitty tank bags you see on some sport
bikes. Like a wart on the back of a
whale. Conversely, my tank bag would
also look silly on those same sport
bikes, seeing as how I could totally fit
a CBR125R inside it :) (This smiley has
been inserted to ward off hate mail
from CBR125R owners).
Interestingly enough, I have a piece
of my bike that broke off when I had a
slight spill in the French Riviera a few
years ago. I’m not sure why I still carry
it around, it’s all broken and scratched
up and won’t ever fit back on the
motorcycle. Maybe it’s like a talisman
to ward off any future bad luck. Or
maybe I’m just lazy. I place the broken
part back in the tank bag.
Aha! Here it is. A special pouch I
keep for pharmaceuticals! These magic
pills are a gateway to blissful hours
on a motorcycle seat. They’re called
ibuprofen. Carry them. Love them.
Worship them on Hour 14 on the I40
through Kansas and Missouri. On most
long trips that involve superslabs, you’ll
spend most of the time trying to find
a comfortable position. I’ve seen some
riders hook their feet on the passenger
pegs, and rest their left elbow on the
tank (this is called the Superman, BTW).
You’ll find your tank bag also makes
a great pillow. Especially stuffed with
lots of squishy material like maps and
receipts.
I do still carry paper maps even
though I use a GPS most of the time.
More of a backup, and also yellow
hi-liter is hard to wipe off those GPS
units. There’s a lot of paraphernalia
involved with these electronic gadgets
these days. And I find that as I clean
out the tank bag, I’m pulling out a
myriad of power adapters, USB cables,
MAY 2010
[ 57]
2Ride
What’s in your tank bag? E-mail me at ride_the_
[email protected], and I’ll share the results!
iPod cables, cables with plugs that I
don’t even recognize fitting into any
device that I own... I can’t wait till
they Bluetooth everything. “A new
device has been found: GTA Traffic Grid
Control. Would you like to configure?”
I find among the eCrap, a couple of
SDRAM cards for my digital camera. No
nostalgic value here, as the contents
always get uploaded after every day’s
ride. Instead, these empty shells remind
me how fast technology changes 1GB and 2GB cards discarded to the
bottom of the tank bag in favour of
newer 32GB memory for my bajillion
gigapixel camera. I pile the tiny cards
on my office desk, knowing that in
a few years, they will probably hold
as many pictures and music files as
a 1.44MB floppy disk holds today. In
the future we’ll probably do away
with physical memory cards as all our
devices will wirelessly upload our stuff
to networked storage that is accessible
anytime and anywhere through chips
planted in our head.
Will we still need tank bags then, I
wonder? Probably. Where else would
keep, within our reach, all of our
motorcycle hopes and dreams, our
comfort and sorrow, and that funnylooking ‘Murican money?
I
MAY 2010
[ 58]
2Ride
What most gear lacked back then was
a basic appreciation for the female
When I first started riding over 10
years ago, women’s gear choices were
maddeningly simple. As a student I
wanted something practical and thrifty,
and if luck would have it, feminine.
Leather jackets were expensive so I
settled on a royal blue textile number
that made me look slightly less like a
bag of potatoes than any of the others
in the store. I was excited and vowed to
save up for a leather jacket that, to me,
was the ultimate in female gear for the
time. I laugh when I look at that jacket
in my closet today, because while it
still protects me just fine, flattering it
was not.
A question
of fit.
f there’s one thing that binds
us all together as female
riders, it’s our lack of gear
choices, perceived or real. Ask
any female rider around and
she’ll tell you she can’t find gear
to fit her. Worse than that, she’ll
tell you, that when you she does
find gear that fits, it’s annoyingly
pink, or baby blue, or has tassles.
But like any rising group within
a community, as we grow, our
choices will continue to grow
with us.
While protection should be the number
one concern of any gear, sadly women’s
gear has had to suffer through the
“fashion first” phase of development.
Not all gear is created equal and
unfortunately much of the gear aimed
form. They were simply smaller sized
versions of men’s gear with no thought
to the cut of the waist or how hips and
chests might come into play. In fact
that first leather jacket of mine was cut
so short, presumably to sit above my
hips, that I often got sunburns from
my lower back being exposed on long
rides. I’ve never had to crash test it but
I’d hate to think of the rash possibilities
from sliding on my back while wearing
that jacket.
When I bought that first jacket, I
picked up a pair of gloves that for all
intents and purposes were no better
than gardening gloves. Oh sure they
were leather (okay maybe they were a
step above gardening gloves), but they
lacked any real protection other than
abrasion, and were just the smallest
men’s gloves I could find. They only
came in one colour and looked like they
were straight out of the eighties despite
being purchased in the year 2000! Like
boots, women’s glove choices are not
on par with men’s, but have improved
significantly. Long, short, warm, cold,
race, and street are all options along
with several colour and protection
Boots were often impossible to
find since not a lot of men have
small feet, and not a lot of women
can fit into men’s shoe sizes.
Depending on your type of riding,
boot options now are growing.
You can still go for a smaller men’s
size, or you can choose the newer,
more stylish, women’s options. As
the percentage of women involved
in motorcycling grows, gear
options continue to expand.
at women, at least in the early
days, was heavy on the fashion,
with protection almost being an
afterthought. Thankfully those
days are a thing of the past and
women’s gear now shares the
same standard of protection for
most men’s gear.
STORY BY KELLY GIBSON. PHOTOS PROVIDED ICON
What Women Want
We welcome the influx of women’s
gear on the market, but does it
have to be so…..PINK! I’ll admit
that I own a pink and white jacket
and will stand up for anyone who
wants to wear pink, but I don’t
want all my gear to be pink. When
selection started to open up for
But I don’t
want pink
gear
The biggest hurdle for the female rider
is not just finding the gear (thank you
internet!), but finding somewhere to
try it on. Unfortunately, we’re all built
differently and there’s no substitute for
trying it on. Once you know how
your size runs, and how gear fits
you, the measuring process is easy
and you can order from almost
anywhere. Many brands have
increased their women’s ranges
substantially in the last few years
including Icon, Scorpion, Rev’it,
and Teknic to name a few.
Over the years, as the selection of
women’s gear has grown, so too has our
demands of that gear. Aside from the
basic stylings, women want gear that
fits. Too short is as uncomfortable as
too long. Jackets, pants, and suits that
don’t account for hips or chests make
you feel like a sausage and no one wants
to ride like that!
combinations. I’ve been so impressed
with women’s gloves of late that it’s
a bad habit of mine to pick up a pair
every time I see a good deal. What
can I say? I like to have a healthy gear
selection on hand!
Pink and baby blue gear is still out
there, and more power to anyone who
wants to sport that gear. I often hear
women complaining about the pink
gear, but I consider it a groundbreaker,
or a door crasher if you will. Companies
listened and responded. They stepped
up to the plate and offered more
options, and that pink gear paved the
way for the myriad of selections that
are out there today. If you want to
women’s gear there was an influx of
pink and baby blue gear. We swung
from being mistaken for a bag of
potatoes on a motorcycle, to screaming
“I am woman!” Certain companies
seemed to be worse offenders than
others, but at least it was a step in the
right direction. More gear choices were
there, they just might not exactly be
the colour combination you want.
MAY 2010
[ 59]
2Ride
So whether you’re looking for a
new suit for the track, or a jacket
to go on those weekend rides, the
gear is out there. Ask around and
try on someone’s jacket. Go to
local shops and ask about women’s
gear or if they’re willing to order
in. And consider this, it could
always be worse, we could still be
stuck with only a couple of choices
and nowhere to buy them!
The gear is out there. Thanks to the
wonders of the internet, the world is at
our fingertips and our gear choices
are endless. Personally, I like to
support local shops, but I try and
find everything on the internet
first, not only to check prices but
to read reviews. Blessed, or is
it cursed, with a long torso, not
all jackets fit me and I’ve had to
make some creative choices. But
I’m not alone and have found vast
sources of information through
online shops and services, internet
forums, and buyer reviews.
Which brings
me to my
last point…
wear pink gear, it’s out there. If you
want to wear a jacket with butterfly
graphics, that’s out there too. And
perhaps most appreciatively, standard
jackets in basic colours, with great fits,
are out there for women too. I’d even
venture a guess that our gear choices
rival men’s now, despite the fact
that we only collectively account for
approximately 10% of the motorcycling
population.
V
MAY 2010
[ 60]
2Ride
elocity Sportsgear opened
its door for business in
December 2009. In a short
few months it has gained a reputation
for quality custom suits at affordable
prices. According to Jimmy Singh;
CEO of the company; “Our goal
is to be a Motorcycle Apparel
Manufacturer that provides value for
your money. We will not compromise
on quality and we will not charge
an arm and leg for a custom suit
or jacket. We are a Canadian based
company with our own overseas
manufacturing plant hence we can
keep our prices low as there are no
middlemen involved. We are looking
to establish ourselves in our local
(GTA) market before we expand
across North America later on
this year.”
Custom Suits are made with Top
Grain Genuine Cow Hide leather
in different thicknesses as per the
client. High impact areas are stitched
three and four times with Kevlar
Thread assuring a strong seam. Custom
suits are customized by design, colour
and sizes. Upgraded suits can also be
customized with Knox armor. They
have an onboard graphic designer that
will help take your concept suit to
reality in under 4 weeks.
Velocity is also an authorized
Knox Dealer and will be carrying
their entire armor line including the
Handroid Hand armor glove. According
to Jimmy “The most important aspect
for protection in racing leathers is
the quality of armor. All armor in our
suits is CE approved but for clients who
want the absolute best in protection we
offer a Knox Armor upgrade that will
include Knox Shoulder, Elbow, Knee
and Hip protectors along with a Knox
Jacket Back protector.” Other products
from Knox include the Aegis, Contour
and Kompakt Back protectors along
with Chest Guards, Cross Shirt, Warrior
Products can be viewed on their
website at www.velocitysportsgear.
com and they can be reached at their
office at 2720 Rena Road, Mississauga,
Ontario. 905-461-9241.
[email protected] .
Harness, Cross Shorts and strap on
Cross Elbow and Knee Guards.
Velocity has also decided to bring in
Forma Boots (Italian Manufacturer)
and will carry most models of their
popular F1 and SX dry series. Pricing
will start at $159.99 with the higher
end models selling for $299.99.
Velocity is also the proud sponsor
of the Velocity Sportsgear Expert
600 Extreme Class at SOAR. They
are looking to sponsor racers in
this regional series and are also
discussing sponsorship opportunities
with Racers on the National Circuit.
Also Velocity Sportsgear will be
making a custom suit for 2 Ride to
test out on and off the track where
we plan to fully test and report on in
an upcoming issue of how these suits
really do stand up against other suits
in the market.
Prices for custom race suits start at
$449.99. The new line up of Leather
jackets will start at $249.99 with Knox
armor upgraded jackets at $324.99.
Textile Jackets will start at $199.99 with
Knox Armor Upgraded textile jackets
at $274.99.
Velocity Sportswear
MAY 2010
[ 61]
2Ride
MAY 2010
[ 62]
2Ride
Pro racer James Collins, founder of Mimic Industries, and amateur racer Joey
McRae have teamed up to form a super race team. While looking for a team
sponsor to rename the group they are calling themselves the Mimic Army.
The new name is rather appropriate, seeing as how together they will cover
all the amateur national races as well as all the pro races that this year’s
season holds. This unique partnership has quite an edge to it, which is the
reason Mimic Army was chosen as 2Rides’ first feature racer profile.
MAY 2010
[ 63]
2Ride
Age: 34
Hometown: Cambridge, England
Bike: Yamaha R6 07
Hobbies: My business (Mimic),
racing and my family
Status: Married (very happily)
sorry ladies! And father to two
great kids
Age: 33
Hometown: Kingston, Ontario
Bike: Yamaha R6 09
Hobbies: Racing, hockey
Status: Single
Started racing: 2006
Highlights: I broke a lap record,
set a pole position, and won a race
all in one weekend
Lowlights: A 2008 accident in
Calabogie causing massive spinal
injury, ending my season
First bike: 2000 zx6
STORY BY ALEX COLLINS
PHOTOS PROVIDED BY WOBBLYCAT PHOTOGRAPHY
James Collins
Joey McRae
Getting Ready
to do Battle
MAY 2010
[ 64]
2Ride
We met at the race track, I worked for Pirelli in 2006-2008
and Joey’s tire choice was Pirelli. We had a few evening
laughs together and quickly formed a good friendship. When
Joey crashed at round 1 PCSB (Parts Canada Super Bike) I had
gone to see him in the hospital which reminded me what
I had been through. I’d had a small crash out of the race
circuit. He was already talking about his return to racing!
How reminiscent; it was exactly how I felt about racing and
riding in general. To share this passion for racing and for
life in general had brought our friendship closer. I offered
to tow Joey’s bike out to Calgary so he could fly out and not
miss too much work. We have been teamed up ever since.
When did you start to race? I started with Motocross in 98
and then I moved to the street in 03
What would you say your career highlights are? OH! All
my accomplishments really: 04 SV championship, 04 250GP
championship, 04 outstanding amateur award (normally
only reserved for superbike or 600 riders), 05 amateur
superbike, 05 am600 runner up regional and national
And any career lowlights to add in there? Finishing 2nd in
the 05 nationals… missing the championship by 2 points
If you could have any bike for the street what would it be:
Ducati Desmosedici, need I say more?
Why do you race, running a business and having a family
must keep you pretty busy? It’s so very addictive; it’s hard to
not think of racing
What is your favourite dessert? Apple crumbles, specifically
from a certain restaurant but I don’t want to mention names
cause then it might be sold out when I go in
Tats? Not yet, but you never know when Joey is around
Do you have a favourite saying that people see as your catch
phrase? Old enough to know better, young enough not to
care
How is your lap times compared to other racers? I am about
mid pack, but I am getting faster every year.
What is the story between you and amateur racer Joey
McRae?
What drives you to race? Adrenaline, and ego mostly
Favourite food on and off the track? Does beer count?
If not Redbull… but if it has to be solid then I would have to
choose pasta
What is your favourite pit bike to date? I would have to say
my wheel chair, I rode my chair around the pits for a year, it
was quite a sight.
What is your favourite track in Canada, and why? Calgary
hands down, because it’s rough and fast just the way I like it
If you could choose any road bike, what would it be? Aprilia
RSV 4, its sex on wheels
You seem to have a bit of that bad boy look; do you have any
tats to go with that? Oh yes!
How many exactly do you have? Enough that you wouldn’t
bring me home to you’re mom
What are your 2010 goals for this race reason? I was hoping
for an electric wheelchair(he laughs)… But honestly I hope
to take home the national championship.
What would you say your lap times are compared to the
pros? Roughly 3 seconds behind some of the top pros
Can you tell me about your crash in 2008, it not only ended
your year but it did quite a bit of damage to your persons?
I was leading the first lap of the Calabogie National, I was
anticipating a win. I got passed in the inside of the hook turn
(turn 14), the rider high sided… I only had two options, run
him over head on, or swerve and try to miss him. I didn’t
miss him completely but I ended up running over his legs;
I ran into the guardrail and was then tossed back onto the
track (quite a distance I was told). I don’t remember much
after that, but I was told I was taken off the track by the
ground ambulance as the airlift was unavailable; later I was
to be transferred to Ottawa via police escort. When it was
all said and done I had cracked a vertebrae, two compressed
vertebrae, broken ankle, and hand, as well as a few torn
muscles. I should have been off for a least a year, but one
night at the last Shannonville regional race, over a bet I
decided to race. The bet was the looser would have to wear
a bra, and only a bra to the end of year R.A.C.E banquette,
which is normally a huge semi-formal event. James loaned
me his bike, and the next day I got back onto a bike and took
the bet. I did beat him, but only by a bit, and he still owned
up to the bet and showed up in a bra and scarf during the
whole banquette.
James Collins
Joey McRae
S
o you have decided to take your
need for speed to the track, but
where to start and who to ask?
It’s always hard starting out in a new
sport or hobby, trying to make friends
while learning the ropes. Track 101 will
give you all the information you need
to get started, where you take it after
that is all up to you!
Recommendations from veteran
racers and track goers suggest grabbing
a friend and heading to the track to
check it out, see what it’s all about, ask
some questions and make some new
friends.
The next easiest place to start is
GTAMotorcycle.com, they have a
section on their dedicated to track, in
this section you can talk to experts,
racers, and other fellow enthusiasts.
Another simple and easy option is to
hit up Pro6 Cycle (pro6cycle.com) or
Riders Choice (riderschoice.ca), both
of these local shops offer a variety of
track days throughout the year. Pro6
cycle seems to step it up just a bit more
than its competitor though, on the
website you can find out about bike
preparation, rules and regulations, as
well as the daily itinerary. Providers
MAY 2010
[ 65]
2Ride
may also have a variety of packages
and days to choose from, as well as
further options, such as bike rentals,
insurance fees, gear rentals and extra
instruction. A general rule is that the
providers will typically list the bike
preparation requirements either in the
confirmation package you receive when
you book or on their website. If you
can’t find this information easily, ask.
Generally, the basis requirements
for bike preparation are:
1. Cooling system - make sure you have
water in your bike’s cooling system
rather than coolant. Water wetter is
STORY BY ALEX COLLINS, CO-AUTHOR SIMON BAKER
TRACK 101
MAY 2010
[ 66]
2Ride
4. Kickstand – if your bike is equipped
3. Remove your mirrors – another
source of glass to break and you don’t
need to see behind you on the track.
2. Taped lights – if you are running
your street bike on the track make sure
you have used duct tape or masking
tape to cover the lights. This reduces
the amount of debris left on the track
should one of your lights break.
an acceptable additive for enhancing
the effectiveness of plain water. The
reason for the change to water is that
in the event of an issue the bike doesn’t
leak really slippery coolant all over the
track and cause an accident or close
the track for clean up. You won’t make
any friends at the track if a loose hose
clamp on your bike has shut down the
track for an hour.
with a kickstand it needs to be removed
or tied up. A weak kickstand spring
when getting your knee down can have
some unfortunate consequences.
These requirements assume that
the bike you’re taking to the track is
in sound mechanical condition. You
need to make sure your brakes and
suspension are working properly to
have a safe and enjoyable time on
the track.
Also keep in mind that some tracks
have noise level requirements and may
test your bike prior to being allowed
on the track or while you’re out there.
You need to understand what their
requirements are prior to making the
trip out.
Most people who decided to start
hitting the track usually tend to take
a race course first, this allows them to
achieve the skills and tools necessary
to make the most of a track day. There
are quite a few race schools out there
to choose from, the most common
ones being FAST, Turn2, Arc, Soar,
and Racer5. Pricing for such schools
range anywhere from $300-$600 a day,
however it is a personalized learning
pace as well as instruction from veteran
racers. Even the FAST website states
that you will learn more in one day,
than years on the road.
Should you choose to go out on
your own, and only invest your time
and money in a single track day, then
one of the first things to consider is
which track to choose? Locally we
have 4 major players: Shannonville,
Mosport, Cayuga (TMP), and Calabogie;
each track offers something different,
making it unique to itself. The most
recommended ones were Shannonville
and Cayuga, reason being as these
two tracks have the most flat surfaces
which is preferred for beginners. A
good general link for such information
is Ontraiotrackdays.com, where it
lists all tracks in the region and which
days are operational for the public;
now the website isn’t always accurate
but works as a great starting point for
picking your track day. A good rule of
thumb is to pick a date that works best
for you, but also allows you to enjoy
your day, avoid mid summer, early
spring or late fall as the weather is very
unpredictable.
So now you have picked your day,
fantastic… But how are you getting
there, and better yet how is your bike
getting there? Hopefully either you
have a trailer yourself, or have a friend
who can make theirs available to you.
Should you find yourself without bike
passage, then there are some outside
options. There are bike specific towing
services such as Motolimo, and EMS,
but this may be a costly avenue. There
Things that are recommended for the
trip are:
• Zip ties
• Duct tape/ electrical tape
is also Uhaul which has trailers that can
be used with bikes (not recommended
as Uhaul is restrictive), as well as large
cargo vans (pending on measurements
of course) which could also help you get
your bike to the track. Turn2 is offering
a service where if you drop your bike
at Kahuna Powersports they will
transport your bike up to Calabogie!
It’s not recommended to ride your bike
to and from the track, if you have an
issue with the bike at the track you now
have transportation issues and more
importantly, you will be tired, track
riding is not like street riding. You are
working the whole time you are on
the bike and the type of mental and
physical fatigue you have at the end
of the day will greatly diminish your
riding ability on the way home –
Cage It!
Once you have the trailer issue
out of the way, its best to think about
what to take with you. The first list
of items that should come to mind is
gear, all tracks layout exactly what
the gear requirements are, and they
usually don’t budge much. Racing suits
must be a full 1 pc leather suit, or 2 pc
leather suit with a full zip, half zips
or those small segmented zips usually
found on street wear are unacceptable.
Boots must cover the ankle; and gloves
usually must be cuffed. Back protectors
are required by most circuits, and range
in price from $50- $150. Depending
on the track you choose the helmet
requirements could be Snell 2005, but
most by now will be 2010 ratings.
Ok so now you have all the gear
requirement needed for the track, what
other types of things should you bring?
MAY 2010
[ 67]
2Ride
Those are just a few of the basic things
to consider packing when you’re
thinking of hitting the track. But what
of the day, what exactly should you
expect out of your track day? You
should arrive early around 7-730 to
start the prep on your bike, a general
layout of what needs to be done to the
bike can be found on the Pro6 website,
but you should check with each track
for their specific requirements; and
usually around 8am the riders meeting
start. Topics covered in the meeting
range from: rules and regulations, to
flags and meanings, and usually ends
with a general conversation on overall
safety. Usually after the meeting is
when your bike will get “tekked”,
which is when they come and inspect/
approve your bike for the track. One
important point – if you came to the
track alone let the track day organizers
know. Should there be an issue they
will know you need assistance. Also if
you came alone, people at the track are
really friendly, really friendly. Make
a friend or two when you’re first get
there, introduce yourself to the people
in the pit next to you. Let them know
• Tire gauge
• 10/20L of extra fuel
• Cooler with lots of water,
• fresh fruit, and light snacks
(bananas were #1 on the list)
• Basic tool kit for the bike
Canopy (optional, mainly for
comfort)
• Rear/Front stands
• Ear plugs
• Tent (if spending the night or
doing a double track day)
• Sun block
• Extra oil
• Rags/bags
• Bike Key (you would be surprised
how often it happens)
MAY 2010
[ 68]
2Ride
this is your first time at the track and
you will be amazed at how much they’ll
help you with advise, bike prep,
repairs etc.
It’s a good idea at this point to
mark the back of your jacket with and
“x” so that people will know you’re
new on the track. Its also a good idea
to be asking question of the people
around you, have someone take you
out and show you the lines, and talk to
you about apex’s and how the corners
work. Most people at the track are very
friendly and readily able to answer
questions. Plus there is always offering
to buy someone lunch, or a couple of
drinks after for their help.
Lunch usually happens around
noon, mostly for the Marshalls who
have been out in the field all day. It’s
suggested to not eat heavy at lunch,
rumour has it that most accidents
happen after lunch. The day usually
ends around 5pm, however as a newbie
you might find your day ending around
3-330pm from pure exhaustion. It isn’t
about egos out on the track, so if you’re
tired take yourself out of the game.
On average a track day consists of 5
sessions at 20 mins a session; doesn’t
sound like a lot now, but when you’re
out there it will seem like forever.
Keep in mind that you are at a
track day - NOT A RACE. You are there
to learn about riding the track and
improving your skills. Make sure you
check your ego at the door as you will
get passed and unless you are Valentino
Rossi or Casey Stoner there is always
someone faster than you on the track.
Track days are about improving your
skills and not riding around the track
lap after lap accomplishing nothing.
Hard on the throttle and hard on
the brakes do not make for a fast
rider, smoothness is the key. If you
are smooth then speed will come as
a byproduct. Being hard on the bike
Special thanks to Aliki Karayan
inputs (gas, brakes and steering) make
for an uncomfortable ride and leaves
the bike ‘unsettled’ and unable to deal
with what you want it to do properly.
If your one of those people
who likes to research before trying
something out, then a good book to
pick up is “Twist of the Wrist” by Keith
Code. This book focuses on different
riding techniques, and was coined early
as the racers handbook.
If experience counts for anything
you want to stay the night, even if
you’re not at the track the next day;
then make sure you bring a 2-4 of beer
for after the track day. It’s an excellent
way to show appreciation for all those
friendly helpful people, and a way to
make new friends.
1st - Pro 6 Cycle – Mosport
2nd - Pro 6 Cycle – Mosport
3rd - Riders Choice – SMP Fabi
4th – VRRA – SMP
4th – Turn2 – Calabogia
June 2010
1st - RACE – SMP Nelson
1st – Riders Choice – SMP Fabi
2nd - RACE – SMP Nelson
7th – SOAR – TMP Cayuga
8th - SOAR – TMP Cayuga
9th - SOAR – TMP Cayuga
10th - Pro 6 Cycle – SMP Nelson
11th - FAST School – SMP
12th - FAST School – SMP
13th - FAST School – SMP
14th - FAST School – SMP Long
14th – Turn2 – Calabogia
15th - RACE School – SMP Long
15th – Turn2 – Calabogia
16th - RACE School – SMP Long
16th – Turn2 – Calabogia
17th - Pro 6 Cycle – SMP Long
20th - Riders Choice – SMP Fabi
24th – GP Bikes – Mosport RDT
25th - FAST School – SMP
26th - FAST School – SMP
27th - FAST School – SMP
28th - Pro 6 Cycle – Calabogia
29th - Pro 6 Cycle – Calabogia
30th - Pro 6 Cycle – Calabogia
May 2010
16th – RACE School – SMP Nelson
17th – RACE Test Day – SMP Fabi
18th - RACE Test Day – SMP Nelson
19th – Pro 6 Cycle – SMP Nelson
26th - Pro 6 Cycle – SMP Fabi
28th – SMP Trackdays – SMP Long
30th - RACE School – SMP Nelson
April 2010
2010 Track Days
Schedule
1st - Turn2 – Calabogia
1st - GP Bikes – Mosport RDT
2nd - Turn2 – Calabogia
3rd - Riders Choice – SMP Long
4th - Riders Choice – SMP Nelson
5th - Pro 6 Cycle – Mosport
6th - FAST School – SMP
6th - Pro 6 Cycle – Mosport
7th - FAST School – SMP
7th - Pro 6 Cycle – Mosport
8th - FAST School – SMP
9th - SOAR – TMP Cayuga
10th - SOAR – TMP Cayuga
11th - SOAR – TMP Cayuga
12th - Turn2 – Calabogia
13th - Turn2 – Calabogia
July 2010
5th – VRRA – SMP
5th – Turn2 – Calabogia
6th – VRRA – SMP
6th – Turn2 – Calabogia
7th - Turn2 – Calabogia
8th - FAST School – SMP
9th - FAST School – SMP
10th - FAST School – SMP
10th - Pro 6 Cycle – Calabogie
11th - SOAR – TMP Cayuga
11th - Pro 6 Cycle – Calabogie
12th - SOAR – TMP Cayuga
12th - Pro 6 Cycle – Calabogie
13th - SOAR – TMP Cayuga
13th - Pro 6 Cycle – Calabogie
17th - Riders Choice – SMP Long
18th - RACE – SMP Fabi
19th - RACE Test – SMP Fabi
19th - Turn2 – Calabogia
20th - RACE Test – SMP Fabi
20th - Turn2 – Calabogia
21th - Pro 6 Cycle – SMP Fabi
21th - Turn2 – Calabogia
22nd - FAST School – SMP
23rd - FAST School – SMP
24th - FAST School – SMP
28th - Pro 6 Cycle – Calabogie
29th - Pro 6 Cycle – Calabogie
30th - Pro 6 Cycle – Calabogie
MAY 2010
[ 69]
2Ride
1st - Turn2 – Calabogia
2nd – Pro 6 Cycle – Calabogia
3rd - FAST School – SMP
3rd – Pro 6 Cycle – Calabogia
4th - Pro 6 Cycle – Calabogia
6th - SOAR – TMP Cayuga
7th - SOAR – TMP Cayuga
8th - SOAR – TMP Cayuga
9th - Pro 6 Cycle – Calabogia
10th - Pro 6 Cycle – Calabogia
10th - FAST School – SMP
11th - Pro 6 Cycle – Calabogia
11th - FAST School – SMP
11th- Riders Choice – Mosport
12th - FAST School – SMP
12th- Riders Choice – Mosport
13th – VRRA – Mosport
13th - Turn2 – Calabogia
14th – VRRA – Mosport
14th - Turn2 – Calabogia
15th – VRRA – Mosport
15th - Turn2 – Calabogia
16th - Turn2 – Calabogia
20th – Pro6 Cycle – Calabogia
21th - Pro6 Cycle – Calabogia
22nd - Pro6 Cycle – Calabogia
23rd - Pro6 Cycle – Calabogia
24th - FAST School – SMP
25th - FAST School – SMP
26th - FAST School – SMP
26th – Riders Choice – SMP Fabi
28th – RACE – SMP Long
30th – Pro6 Cycle – SMP Nelson
August 2010
16th - RACE – SMP Long
17th - RACE – SMP Long
18th - RACE – SMP Long
19th – Pro 6 Cycle – SMP Long
26th - Pro 6 Cycle – Calabogie
27th - Pro 6 Cycle – Calabogie
27th – SMP Track days – SMP Long
28th - Pro 6 Cycle – Calabogie
29th - Turn2 – Calabogia
29th – Riders Choice – SMP Fabi
30th - Turn2 – Calabogia
31st - Turn2 – Calabogia
TRACK DAYS
[ 70]
2Ride
April 11 Qatar Grand Prix ‡ Losail International Circuit
April 25 Japanese Grand Prix Twin Ring Motegi
May 2 Spanish Grand Prix Circuito de Jerez
May 23 French Grand Prix Le Mans Bugatti Circuit
June 6 Italian Grand Prix Mugello Circuit
June 20 British Grand Prix Silverstone
June 26 Dutch TT TT Circuit Assen
July 4 Catalan Grand Prix Circuit de Catalunya
July 18 German Grand Prix Sachsenring
July 25 United States Grand Prix †
Mazda Raceway Laguna Seca
August 15 Czech Republic Grand Prix Masaryk Circuit
August 29 Indianapolis Grand Prix
Indianapolis Motor Speedway
September 5 San Marino Grand Prix Misano
World Circuit
September 19 Aragon Grand Prix
Ciudad del Motor de Aragón
October 10 Malaysian Grand Prix
Sepang International Circuit
October 17 Australian Grand Prix
Phillip Island Grand Prix Circuit
October 31 Portuguese Grand Prix
Autódromo do Estoril
November 7 Valencian Grand Prix
Circuit Ricardo Tormo
MAY 2010
18.
17.
16.
15.
14.
13.
11.
12.
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
2010 MotoGP Schedule
1. Daytona International Speedway March 3–5
Aaron Yates Ben Bostrom Jake Zemke Jake Zemke
2. Auto Club Speedway March 26–28 Aaron Yates Blake
Young Larry Pegram Tommy Hayden
3. Road Atlanta April 16–18
4. Infineon Raceway May 14–16
5. Road America June 4–6
6. Mid-Ohio Sports Car Course July 16–18
7. Mazda Raceway Laguna Seca July 23–25
8. Virginia International Raceway August 13–15
9. New Jersey Motorsports Park September 3–5
10. Barber Motorsports Park September 24–26
2010 AMA Pro American
Superbike Championship
PRACTICE DAY
April 24 - Includes Marshal School
1. February 28 Australia Phillip Island
Leon Haslam Carlos Checa Report
2. March 28 Portugal Portimão Max Biaggi
Max Biaggi Report
3. April 11 Spain Valencia Report
4. April 25 Netherlands Assen Report
5. May 9 Italy Monza Report
6. May 16 South Africa Kyalami Report
7. May 31 United States Miller Motorsports Park Report
8. June 27 San Marino Misano Report
9. July 11 Czech Republic Brno Report
10. August 1 Great Britain Silverstone Report
11. September 5 Germany Nürburgring Report
12. September 26 Italy Imola Report
13. October 3 France Magny-Cours Report
ROUND SIX
October 15-17 - Sprint w/Endurance
ROUND FIVE
September 10-12 - Sprint w/Endurance
ROUND FOUR
August 6-8 - Reverse Direction Sprint
ROUND THREE
July 9-11 - Sprint w/Endurance
ROUND TWO
June 11-13 - Reverse Direction Sprint w/Endurance
ROUND ONE
May 7-9 Sprint Races
SOAR
2010 SCHEDULE
2010 Superbike World
Championship WSBK
MAY 2010
[ 71]
2Ride
RACE SCHEDULE
MAY 2010
[ 72]
2Ride
2010-08-21 Ride 4 Kidney 416 616-0833 [email protected]
2010-08-13 Port Dover Friday 13th [email protected]
2010-08-08 Chapman’s Ride to a Cure 905 512-3590
[email protected]
2010-08-08 Toys to support Victoria’s & Amy’s 705 340-5656 [email protected]
2010-07-17 John’s Journey For Heart and Stroke 519 421-1219
[email protected]
2010-07-17 Ride for Literacy 877 779-0888 [email protected]
2010-07-11 GlobalMedic Support Ride [email protected]
2010-07-11 Hamilton CAPPY Ride 905 523 102010 [email protected]
2010-07-10 Why Not Paris Youth Center Ride 519 442-2221
[email protected]
2010-07-10 The Breast Ride Ever [email protected]
2010-07-10 Georgian Bay Thunder Motorcycle Ride 705 528-6999
[email protected]
2010-07-03 R.O.C.K. Ride for Our Cancer Kids 519 464-7627 [email protected]
Reach Out ‘N Ride Port Cares 1st Charity Ride for Poverty Reduction.
Saturday, June 12, 2010 http://www.portcares.on.ca/
Reach Out ‘N Ride is a charity motorcycle ride happening Saturday, June 12, 2010.
Come on out and support Port
2010-06-12 Port Cares - Reach Out ‘n Ride 905 834-3629 [email protected]
2010-06-12 C.A.W. Local 88 Show and Shine [email protected]
2010-06-12 Motorcycle Ride for Dad - North Bay 705 752-5566
[email protected]
2010-06-06 Ride 4 Paws 519 215-1773 [email protected]
2010-06-05 Scoot for the Scott 416 923-8872 [email protected]
2010-06-05 Durham Divas Sylvia’s Ride (Ride for Respite) 905 655-6016
[email protected]
2010-06-05 Ride for Hospice Dufferin 519 941-4303 [email protected]
2010-06-05 Motorcycle Ride for Dad - Peel 416 432-6977 [email protected]
2010-06-05 Motorcycle Ride for Dad - Kitchener
[email protected]
2010-06-05 Hero’s Highway Ride [email protected]
2010-05-30 Motorcycle Ride for Dad - Niagara 905 735-7770
[email protected]
2010-05-30 Motorcycle Ride for Dad - London 519 451-4608
[email protected]
2010-05-30 905 Poker Run for MADD 833-6407 [email protected]
2010-05-29 Big Brothers and Sisters North Durham and Red Knights Ride
905 985-3733 [email protected]
2010-05-29 HOG Sarnia Steel Cowboys Charity Run 519 337-2571
[email protected]
2010-05-15 Lansdowne Children’s Centre Charity Motorcycle Ride 519 753-3154
[email protected]
2010-04-24 Wasaga Beach Spring Fever Rally 705 429-8400
[email protected]
2010 Event Listings
June 6, 2010
London, Ontario
2nd Annual DMMF Ride Your Heart Out Motorcycle Ride & Poker Run
Sponsored by Hully Gully, Home Depot, and Pepsi
The ride starts at the Home Depot store at Fanshawe Pk Rd E and Adelaide St N. in
London. Registration is from10:00 am to 11:00 am and the ride will start at 11:00
am sharp. The fee is $20.00 for the rider and $5.00 for a passenger. If you raise
$50.00 in pledges you get to ride free. Registration and pledge forms are available
online. The ride ends with a 50/50 draw, door prizes, barbeque lunch and more.
Proceeds will go towards the purchase of defibrillators to be placed in arenas,
community centers and schools in the names of fallen police officers, military
personnel, firemen and emergency personnel. For more information
http://www.davemounsey.com or http://www.rideyourheartout.com.
June 5, 2010
Elliot Lake, Ontario
North Shore Ride for Palliative Care
Sponsored by Blue Knights Ont X
The ride starts at No Frills parking lot, Hwy 108 in Elliot Lake. Registration is from
9:00 am to 10:30 am. Ride starts at 11:00 am. The fee is $25.00 for each bike. There
will be motorcycle skill games after the ride followed by a dinner and dance. For
more information call (705) 849-8304, http://northshorerideforpalliativecare.ca.
June 5, 2010
Orangeville, Ontario
Ride For Hospice Dufferin
The ride starts at Orangeville Curling Club 76 Fifth Ave in Orangeville. Registration
will be held from 8:30 am to 10:00 am. The ride leaves at 10:30 am sharp. 1st Prize
$500.00 2nd Prize $300.00 3rd Prize $200.00. Must register by 10:00 am to qualify.
The ride ends with a barbeque, silent auction, and door prizes. All Proceeds go to
Hospice Dufferin. For more information call (519) 941-4303,
http://www.ovr.ca.
May 30, 2010
Newmarket, Ontario
Poker Run for Mothers Against Drunk Driving
The event takes place at the Newmarket Town Offices, 395 Mulock Drive in Newmarket. The first rider will leave at 9:30 am and the last rider will leave at 10:30
am. The two hour ride ends with a barbeque, prizes, 50/50 draw and entertainment. For more information call (905) 833-6407,
http://yorksimcoeriders.webs.com.
May 29, 2010
North Bay, Ontario
Papa Joe Lefebvre Memorial Motorcycle Ride
Sponsored by U-Need-A-Cab, Tremblay Chevrolet Pontiac Buick GMC Trucks INC.,
and North Bay Powder Coating
The ride starts at Alkazar Zorbas Bar & Grill, 561 Lakeshore Drive in North Bay.
Registration is from 9:00 am to11:00 am. The fee is $30.00 for the rider and
includes a memorial patch and buffet dinner. The ride ends with entertainment,
show and shine, and a live auction. For more information call (705) 497-9696.
May 2, 2010
Burlington, Ontario
One Event, Two Routes Motorcycle Poker Run for Carpenter Hospice
The 150 km ride starts at Beachway Park, 1094 Lakeshore Road in Burlington. Registration will be held from 9:00 am to 10:30 am. Entry fee of $50.00 will be waived
with the equal amount raised in paid pledges for each participant. The ride ends
with barbeque & prizes. For more information call (905) 333-9271,
http://www.TheCarpenterHospice.com.
2010-08-22 Ride for Sick Kids 416 895-5215 nfi[email protected]
2010-08-28 Ride United 613 342-8889 [email protected]
June 26, 2010
Toronto, Ontario
Ride for Sight
Sponsored by Deeley Harley-Davidson, Dalton Timmis Insurance, Suzuki Canada,
Yamaha Canada, Honda Canada, Victory Motorcycles, Bombardier, Stanley Hand
Tools, Royal Distributing, Motorcycle Mojo, Inside Motorcycle, Canadian Biker,
MMIC
The ride starts at Woodbine Racetrack, 555 Rexdale Boulevard in Toronto. Registration is from 7:30 am to 9:30 am and the ride leaves at 10:00 am. The ride fee is
June 26, 2010
Burlington, Ontario
The Hot Ride
Sponsored by Fandor Homes
Registration starts at 9:00 am at the Burlington Philthy McNasty’s, 1250 Brant
Street in Burlington and leaves at 10:00 am. The 3 hour ride ends with food, prizes
and more. Proceeds will benefit Breast Cancer support Services of Burlington. For
more information call (905) 902-2312, http://www.thehotride.ca.
June 19, 2010
Bancroft, Ontario
John Flagg Memorial Ride
The ride starts at starts at Millennium Park on Hastings Street in Bancroft. Registration will be held from 10:00 am to 12:00 pm. The ride fee is $25.00 and includes
a barbeque. The ride starts at 12:00 pm. The ride ends with prizes and live band.
For more information call (613) 332-1610.
June 13, 2010
Bracebridge, Ontario
Muskoka H.O.G. Poker Run
Sponsored by Barrie Harley Davidson
The poker run starts at Annie Williams Park Registration begins at 9:30 am and
the ride leaves at 11:00 am. For more information
http://www.muskokahog.com/index.htm.
June 13, 2010
Toronto, Ontario
Buddy’s Day Run and Show N Shine
Sponsored by Canadian Motorcycle Cruisers
The ride starts at 2245 Lawrence Avenue West in Toronto. The ride begins at 11:00
am. The ride ends with a barbeque and a show and shine. All proceeds go to the
Canadian Cancer Society and The Village of Humber Heights Retirement and Long
Term Care Community. For more information call (416) 662 8427,
http://www.canadianmotorcyclecruisers.ca.
June 13, 2010
Borden, Ontario
Yellow Ribbon Ride
Sponsored by Base Borden Motorcycle Club
The ride starts at Family Resource Centre at CFB Borden. Registration is form
10:00 am to 11:30 am. The ride fee is $20.00 for the rider and $5.00 for a passenger.
The ride is approximately 150 Km. and will end with a barbeque. All proceeds from
the ride go directly to the Yellow Ribbon Fund. For more information
http://www.bordenriders.ca.
June 12 - 13, 2010
Chatsworth, Ontario
Motopark 2 Day Motorcycle Festival
Sponsored by Motopark
The event starts at 10:00 am on Saturday at the Motopark Recreational Park, south
of Chatsworth on Motopark Road. The event will include field games for 2, relic
reliability run for the cottage clunkers and barn bikes, a road cruise, a dual sport
ride, vintage MX and trials and more. For more information call (519) 794-2434
http://motoparkracing.com/motopark-facility.html.
MAY 2010
[ 73]
2Ride
September 19, 2010
Windsor, Ontario
2010 Ride for MS Poker Run
Sponsored by Dominion Golf Restaurant, Lone Wolf Clubhouse, and Chrome Divas
The ride starts at 6125 Howard Ave in Windsor. Registration starts at 9:00 am and
the ride leaves at 11:00 am. The ride fee is $20.00 for the rider and $15.00 for a
passenger the fee includes a served dinner after the ride. The ride ends with 50/50
draw, prizes and much more. The ride will benefit the Windsor-Essex Chapter of
the MS Society of Canada. For more information call (519) 798-3858,
http://www.lonewolfclubhouse.com/ride-for-ms.php.
August 28, 2010
Barrie, Ontario
Young at Heart Ride
Sponsored by IOOF Seniors Homes Inc
The ride begins at 20 Brooks Street in Barrie. Registration is from 9:00 am to 10:00
am. The ride fee is $50.00 and pledges per person. The ride ends with a steak barbeque, and prizes. For more information call (705) 725-4630, http://www.ioof.com.
August 22, 2010
LaSalle, Ontario
7th Annual Stan Kuron Memorial
Sponsored by D’Arcy Leader, Windsor Chrome Divas, and Lone Wolf Club House.
The ride starts at Brews & Cues, 5663 Ojibway Pkwy in LaSalle. Registration begins
at 10:00 am and the last bike goes out at 11:00 am. The ride ends with food, door
prizes, and 50/50. The fee is $10.00 for each person. For more information call
D’Arcy Leader (519) 967-0184, Lorrie Comber (519) 984-1226, Mike Bechard (519)
819-0173, or go to http://www.lonewolfclubhouse.com.
August 22, 2010
Oshawa, Ontario
Ride for Sick Kids Hospital
Sponsored by Sick Kids Hospital
The ride starts at Makie Harley Davidson in Oshawa. The ride will go along Scogog
lake and include a stop for lunch. The ride fee is $30.00 for the rider and $20.00 for
a passenger. For more information call (416) 895-5215,
http://www.sickkidsfoundation.com/ride.
August 8, 2010
Lindsay, Ontario
19th Annual Toy Ride for Victoria’s and Amy’s
Sponsored by HB Cycle, Cathy Allans, Nesbitts Meat Market, and Dragon Meat
The toy run starts at Riverwood Park on Riverwood Road in Lindsay. Registration begins at 10:00 am and the ride leaves at 11:30 am. Coffee and donuts will be
available during registration. The ride will last 1 1/2 to 2 hours in the area around
Lindsay. Police will escort the ride through town. The ride ends with a barbeque,
music, silent auction, and more. Toys collected will be given to the children and
the children’s programs at local shelters. For more information call
(705) 340-5656.
http://www.lets-ride.com/event/Done/Ride-to-a-Cure.Hamilton-Ontario.13766.
htm
July 11, 2010
Toronto, Ontario
GlobalMedic Support Ride
Sponsored by Stinger Trailer Canada
The ride starts at Woodbine Race Track, 555 Rexdale Blvd in Toronto. Registration
starts at 7:30 am, and the ride begins at 9:00 am. The ride will go through Oakville,
Brampton, Orangeville and will end in Etobicoke. The ride includes food, and
prizes. All proceeds from the ride will go directly towards disaster programming.
For more information call (866) 619-0969, http://www.globalmedic.ca/bikeride.
July 3, 2010
Sarnia, Ontario
R.O.C.K. - Ride for Our Cancer Kids
The ride will start at Motorsport Harley-Davidson at 1375 Confederation St in
Sarnia. Registration will begin at 10:00 am. Thousands of dollars in prizes. Live
band, free shirts for first 100 bikes. The fee is $40.00 per bike. All proceeds go to
Childhood Cancer Foundation Canada. For more information call (519) 464-7627,
http://www.rockride.com.
http://www.lets-ride.com/event/Done/The-Breast-Ride-Ever.Tecumseh-Ontario.11250.htm
$75.00. The ride will go though rolling hills and countryside and will end with music, camping, entertainment and more. For more information call 1.800.461.3331,
http://www.rideforsight.com.
UPCOMING EVENTS
MAY 2010
[ 74]
2Ride
Takin’ it to the streets
BY MARC ANTONY
I.D. Streetfighter
Custom Cycle
I
t’s not everyday you come
across a true street fighter,
hand crafted from a stock
Motorcycle into a mean street
fighter machine. Ian is the guy
you want; owner of I.D. Streetfighters
Custom Cycle located in a small town
called Floradale, north of Waterloo
Ontario. Ian can take a sport bike or
parts of a sport bike and turn it into a
Street Fighter.
What is a Street fighter you ask?
A streetfighter is a sport bike that
has been customized by removing
the fairings, specific changes that
exemplify the streetfighter look are
a pair of large, round headlights, tall,
upright handlebars such as those on
a motocross bike, and short, loud,
lightweight mufflers. Completely
custom-built one-off frames, originally
intended to overcome the weakness
of the tubular steel frames of the early
4-cylinder super-bikes of the 70’s and
80’s, also characterize the streetfighter
trend. Many of these frames turned
out to be “beautifully crafted pieces
of metallurgical art,” perhaps only
accidentally.
It is also possible that the
streetfighter came about simply
because young stunters of the 80s
in the UK couldn’t afford to replace
their damaged fairings after repeated
crashes, so they took them off. Later,
more appropriate headlights were
added, then high handlebars to aid in
wheelies and other stunts.
Made popular by European riders,
this type of custom motorcycle is
gaining popularity all over the world,
and motorcycle manufacturers
began responding in the late 1990s
by producing factory streetfighters,
beginning with the 1994 Triumph
Speed Triple and the 2009 Ducati
Streetfighter.
trade mark are Shorty exhausts all cut
down and personally shortened. Ian is
currently working on his own line of
handmade exhaust systems.
Everything in the shop is done by Ian,
but he couldn’t do any of it without the
support of his friends, family, or his
fiancée Sarah (look for her and her bike
build coming soon).
are many hurtles from changing the
front end out, learning that the loss of
the Speedo so an aftermarket one had
to be added, and just many other little
things, no big problems. With a little
research and common sense you can
keep yourself out of trouble.
Number one rule as far as tools are
concerned, many expensive tools are
not always necessary. 90% of Ian’s bikes
are made with simple hand tools; the
only expensive tool is a welder, that
MAY 2010
[ 75]
2Ride
www.idstreetfighters.com
is one area never to skimp on. Right
now using a lot of OEM suspension
parts, but that’s going to be changing
as Ian is working on some new and very
interesting parts, keep an eye out for
them in 2Ride.
Ian’s favourite part of the SV has
to be the tail it was a real challenge
but well worth it. Not really having a
favourite part on the GSXR but if had to
choose it would be the upper triple that
Ian designed
How to recognize an I.D.
Streetfighter, some trade mark parts
are foot pegs they are a MX style
peg in a sport bike peg size. Another
Ian had used a 2007 Suzuki, SV 650S and
a 1999 Suzuki GSXR 600; his inspiration
really comes from everywhere. “For the
SV, I just looked at the stock bike and
came up with the design. The GSXR’s
inspiration came from an ice tea bottle
believe it or not.” All of Ian’s designs
just come to him, rarely does he ever
draw or plan things out. Currently
working on a one off sub frame and all
aluminum tail unit Ian mentions “no
other reason than I don’t like having
stock parts on my bikes and also to I
like to show off what I can do.”
Well, when building a one off sub
frame, let alone an entire bike, there
MAY 2010
[ 76]
2Ride
With the three colour and graphic packages, in Black,
Blue, or red and White, the Super 8 2T is sure to win
attention without fail! The Super 8’s two stroke 49.5
cc engine puts forward exceptional acceleration with
stopping power up front supplied by a large 2 piston
floating front caliper with slotted front rotor. The
winning combination of stop and go make for one
invigorating ride! Wee!
Featuring an adjustable rear shock, aluminum wheels,
DOT approved headlight with high and low beam, low
oil light indicator, a 5 liter fuel tank, spring loaded
side stand and sturdy center stand, folding aluminum
passenger foot pegs, spacious under seat storage, and
vibrant graphics.
ith uncompromising styling and a
quick to respond air cooled, single
cylinder, two stroke engine, this
popular scooter within racer and
modding aficionado communities, the Super 8 50
2T is without question Kymco’s most sporty type
scooter. With awesome handling from its 14-inch
sticky compounded tires, inspires confident riding.
The scooters’ higher posture and lower centre of
gravity also help establish that sport bike feel offering
impressive handling. The dash sports both, analog
odometer and speedometer, which are the standard
equipment. There is also plenty of helmet or grocery
storage under the seat; or if you prefer, that case of
your beverage of choice.
W
STORY BY MR LEE PROVIDED BY KYMCO
Super 8 50 2T
2010 Kymco
89>
6jidbVi^X8KI
C<@7G-=H6
8:E6:ck^gdcbZciVa
GZ\^hign
*A^igZh
>\c^i^dc
IgVchb^hh^dc
HeVg`eaj\
:b^hh^dc
;jZa8VeVX^in
LVggVcin
2Ride
BVm^bjbEVhhZc\Zgh
[ 77]
'
IldNZVgA^b^iZYLVggVcin
9gnLZ^\]i
MAY 2010
,.%bb
&%+`\
HZVi=Z^\]i
JcYZgHZViVcY;ddi8dchdaZ
8ZcigZVcYH^YZHiVcY
HiVcYh
&.)%m,)*m&''%bb
6cVad\HeZZYdbZiZgVcY;jZa
<Vj\Z
>chigjbZci8ajhiZg
8dbeaZiZH^oZAmLm=
9gjb
7gV`ZhGZVg
HidgV\Z8dbeVgibZci
&+(`\
H^c\aZHadiiZY9^h`$
9jVaE^hidc8Va^eZg
7gV`Zh;gdci
6Y_jhiVWaZBdcdH]dX`
HjheZch^dcGZVg
BVmLZ^\]i8VeVX^in
&'%$-%"&)
IZaZhXde^X;dg`h
HjheZch^dc;gdci
&%%$-%"&)
I^gZh$GZVg
I^gZh$;gdci
Chassis and Dimensions
,#'/&
8VgWjgZidgl^i]ZaZXig^XX]d`Z
;jZa9Za^kZgn
(.bbm)&#)bb
7dgZHigd`Z
8dbegZhh^dcGVi^d
).#*XX!6^g8ddaZY!H^c\aZ8na"
^cYZg!'Higd`Z
Engine and Transmission
:c\^cZ
A
MAY 2010
[ 78]
2Ride
t first, I thought we were under
attack, has World War III
started? Maybe I had gone back
in time to World War II as I see what
use to be a Motorcycle with a side car
straight out of the Russian army, or so
it looks.
The owner of this thing is Antonio
Carrasco from Brampton who tells
me its a 2008 Ural Patrol 2wd (2 wheel
drive), what an interesting ride. He
bought it new but currently has 8350
km, he added bush guards, a wind
screen and ATV mitts all for winter
riding yes thats right he rides it all
year round.
Antonio’s 2008 Patrol sticker
price was $13,795+PDI bought at OVC.
(Old Vintage Cranks Inc), Hillsburgh
Ontario. This bike requires that the
owner be mechanically savvy as it
needs frequent maintenance intervals.
With only four dealers in Ontario, you
certainly don’t want to be racking up a
high maintenance bill or caught in the
middle of winter and in need of repair.
So if one is not afraid of a little elbow
What’s that hunk of metal going down the street?
URAL asking the same
question…
PHOTOS PROVIDED BY CRYSTALLIZED IMAGES
STORY BY MARC ANTONY
grease, have deep pockets, maybe do
some off roading or as in Antonio’s
case; ride a bike all year round (even in
our Canadian winters) then this is the
bike for you.
Only having 40 horsepower it is
amazing what can be done with so
little; you can fit all different kinds of
gear within the big trunk and on the
side car rack. Antonio would often take
full advantage of the storage when he
and his wife would go camping or on
road trips. Under full load as this bike
struggles to make it up hills, no matter
how you look at it, the fun times you
spend riding with your family can’t be
measured in horsepower.
In the winter, riding was not easy
and not always rosey, but one thing
that Antonio will say surprisingly is
that the bike starts every morning
even though it is parked outside
covered with a tarp. That being said
even at times with moisture in the
carbs causing rough idle, the bike still
managed to get Antonio to work on
time.
Riding through snow and ice was done
at ease even with heavy snow fall which
at times the 2 wheel drive system is
needed, which can easily be switched
over by a lever. 2wd is only meant to be
used in first gear to get out of trouble
spots.
So of course I had to ask him “Why
this bike?”
“I do not have a car license and I
needed transportation all year round.
The Ural was the only way I could
achieve that. Most people would
question why do I not get a driver’s
license but I like a challenge. I had to
prove that it can be done, to ride all
year round without having to suffer
from motorcycle withdrawal. Let me
tell you, it was especially hard for me
going through motorcycle withdrawal
MAY 2010
[ 79]
2Ride
Canadian Ural Dnepr Rider’s Group:
www.curd-riders.ca
Ural web site: www.imz-ural.com
“Frequent costly maintenance, lack of
dealerships in Ontario. Finishes like
paint and materials; when you buy a
bike that comes with it’s own set of
touch up paint, you know there is room
for improvement.”
Generally, this bike looks odd; but
kinda cool in a ‘World War’ kinda way.
I can see how much fun it would be to
owning one and taking it offroad or
through some snow. Antonio took me
for a spin, and as I sat in the side car
feeling weird laughing and smiling at
how much fun it was.
What are the things you don’t
like or that can be improved?
“It’s two wheel drive for the off
roading and winter fun in the snow.
There is a good support network from
Ural and the Canadian Ural Riders
Group online which encourages
feedback from the owners also replying
to questions and concerns right away.
This helps Ural to maintain a better
product getting direct input from the
rider’s perspective ... and of course it is
fun for three on a Motorcycle”
What are your favorite things
about the Ural Patrol?
while taking the bus. I needed the right
bike with the right gear, dressing warm
and equipping the bike with accessories
like heated grips, bush guards, ATV
mitts and a wind screen proving the
Ural to be the perfect tool for the job.”
MAY 2010
[ 80]
2Ride
Want to place a classifed ad contact
classifi[email protected].
$79.99
Want to place a classifed ad contact
classifi[email protected].
$79.99
For Sale
2007 Kawasaki Versys $6500 (Richmond Hill)
Excellent condition.
15,000km 650 cc
parallel twin. Asking
$6500 certified. Contact
[email protected]
Wanted 2003 ZX7R in Orange with Low Km’s
in mint shape email [email protected]
For Sale 2000 XR650r street
legal super moto with lots
of upgrades, excel rims,
aftermarket pipe, K&N filter,
anti slip seat plus stock
seat, Edlebrock Carb, wave
rotor, digital tach, 10K Km,
asking $4400 email marc.
[email protected]
For Sale 1980 Honda CB750F
- $2400 (Richmond Hill)
Bike runs good. Needs a
new battery, I’ll purchase
one before pickup. Bike will
be sold certified. 4 into 1
Vance and Hines exhaust.
Rickman fairing. Contact
[email protected]
Looking to start a bobber project.
Preferably something like a Fatboy bobber.
email [email protected]
2002 Suzuki sv650s
67,000km, lower fairings,
matching hotbodies
undertail, upgraded
stainless brake lines,
titanium yoshimura
exhaust slip on.
Asking $5000.
[email protected]
2004 ZX6RR, yes a True
RR not just a R model,
with 12,500Km a Yosh
slip on pipe, some
scratches from a low
slide, Kawi Green, lots
of power runs great.
Asking $6200 email
[email protected]
Pre-owned 2006 Ninja 650R
in perfect condition. Never
been dropped. Stored
properly over winter.
Windshield and under tail
are after market. Only
13,624km. Asking $5900
certified. Shirishapiro@
rogers.com or Sheri at
416-888-8775
MAY 2010
[ 81]
2Ride
MAY 2010
[ 82]
2Ride
As a young girl I had always admired Motorcycles.
When I was about 12 years old I got the opportunity to
be a passenger on one. The rumbling of the exhaust,
the closeness to the road and the wind on my face; I
was hooked. I said to myself that one day when I grow
up I’m going to get one of those. About 20 years later
my wish came true. After experiencing a broken heart
a friend mentioned I should get my motorcycle licence
to bring up my spirits. It was a great idea. I purchased
my first motorcycle; a suzuki SVS and was determined
to ride it that summer. After taking the course and
two test attempts later; I was licenced in July 2003.
Over the years I’ve racked up 81,000 kms on the road
and a few more kms on the track at Shannonville and
Calaboogie. Motorcycling has introduced me to some
wonderful friends and folks I would have never met
without Gixxie( the nickname for my current bike) .
I look forward to planning riding routes. Meeting up
with friends for breakfast and riding the entire day;
on average 10 hours. Usually ending with a scoop of
my favourite icecream; Moosetracks. Eventhough I’m
exhausted when I return home, its always with a big
grin on my face and an adenaline rush. After I clean
the bugs off my suit and the bike; its time to rest and
plan the next interesting adventure.
Durham Region
Suzuki GSX-R 600
Single
Riding 7 years
Lita
As a child growing up, I had neighbours around me that had bikes.
Seeing them suit up to ride, hearing
them ride away, and watching them
fix, tinker, or break something peaked
my interest. As a child, I knew that one
day, I’d have one.
Single
Riding 12 years
Age: 33
Etobicoke
Bikes I own:
91 CBR600 F2,
91 YSR80,
99 CBR900RR,
04 RC51,
04 Yamaha R6
Paul
MAY 2010
[ 83]
2Ride
MAY 2010
[ 84]
2Ride