Inside Motorcycles - Volume 24 Issue 05

SPORTSTER!

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TABLE OF CONTENTS INSIDE Opinions 8 14 15 16 40 42 44

October/November 2021 Volume 24 Issue 05

INSIDE Features

Inside Line | Patrick Lambie On the Pipe | Mark Dzikowski The Sharp Edge | Toni Sharpless To the Limit | Brett McCormick The Dirt | Dawn McClintock Guest Columnist | Todd Vallee Road Race Reality | Colin Fraser

36 52

Remembering Number 17 Yvon Duhamel tribute The Rally in the Rockies Putting Alberta on the map

INSIDE Competition 60

Rapid Classics Honda’s RS125R production-based GP winners

INSIDE Impressions 18 24 30

The Next Chapter 2021 Harley-Davidson Sportster S Hyper Excellence 2021 Yamaha MT-09 SP Rock ‘N’ Roll Machine 2021 Harley-Davidson CVO Road Glide

4 10 13 56

IM Zoom Inside News Inside Accessories Moto Guide

On the Cover: Harley-Davidson continues to expand the use of its new-for-2021 liquid-cooled Revolution Max V-twin engine with the introduction of the all-new Sportster S which features a version tuned specifically for cruising. Turn to page 18 to read more about the latest iteration of Harley’s longest running model.

INSIDE Tech 50

Also INSIDE

MotoGP Tech From the track to the street

Cover Design: Dawn McClintock // Main Photo: Bill Petro // Inset Photo: Colin Fraser

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Topped off by its single LED headlight, the 2021 Yamaha MT-09 SP offers a unique and intimidating look that is matched by its performance. IM’s complete review starts on page 24. PHOTO BY BEN QUINN InsideMotorcycles.com 3

ZOOM 4 Inside Motorcycles

TIME TRAVELLING

Prior to the completion of Hwy 401, Kingston Road was the main route to destinations east of Toronto. Lined by hotels, motels and restaurants, Kingston Road was alive with activity 24 hours a day, seven days a week. Today, the remaining businesses and vacant buildings offer a trip back in time, which IM senior photographer Ben Quinn captured during this photo shoot of the 2021 Harley-Davidson CVO Road Glide. Our review of the Road Glide starts on page 30.

InsideMotorcycles.com 5

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Step into one of our showrooms and start your journey today.

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CALGARY HARLEY-DAVIDSON 2475 Pegasus Rd NE, Calgary, Alberta (403) 250-3141 calgaryharleydavidson.com

DURHAM HARLEY-DAVIDSON 880 Champlain Ave, Oshawa, Ontario (905) 434-6550 durhamhd.com

INSIDE LINE

BY PATRICK LAMBIE

Inspiration

T

o say that 2021 has had a few challenges would be like saying that the Titanic had a minor incident on its way to New York.

Like so many others, I find myself wishing that we could put the chaos of 2021 in the rear-view mirror and get on with our lives.

In fairness, it hasn’t been all bad. Thanks to an amazing stretch of summer weather, there were lots of opportunities to get out and ride on the world-class roads and trails that call Canada home.

I often go for rides just to clear my head and take advantage of the solitude. The opportunity to accumulate a lot of seat time this summer provided ample moments to reflect. And one question kept coming back to the surface: What inspires people to ride?

For some, inspiration came from a parent, a sibling, an uncle or an aunt, a neighbour or maybe a friend. Whoever it was, they were that person you saw riding a motorcycle and you knew that you wanted to be just like them.

Maybe you never met the person who inspired you. Canadian motorcycle legend and the patriarch of Canada’s first family of motorcycle racing, Yvon Duhamel, passed away this summer at the age of 81, leaving behind a global following of racers that he inspired.

While Yvon’s job was to go out and win races, his ability to motivate and inspire multiple generations of racers will remain his true legacy. Senior editor Colin Fraser pays tribute to No. 17 starting on page 36.

Racers at every level and every age serve as inspiration. Sometimes they inspire people to join them and often they inspire others to try and beat them. The 2021 race season has delivered some of the most intense competition in recent history, and along the way, undoubtedly inspired others to get out, or get back, to the track. Be sure to check out IM’s expanded Inside Competition section in this issue to learn more about the racers making headlines in 2021.

As IM’s resident blogger, Todd Vallee recounts in a special guest column in this issue, the allure of a new motorcycle can be an inspiration all by itself. For Todd, it was a late ‘70s Suzuki RM80 that started him down the two-wheeled path that he remains on today.

Of course, that initial step doesn’t always work out, so have a read of Todd’s column on page 42 to hear the rest of the story.

This issue offers up three distinct motorcycles that have been designed to inspire starting on page 18 with Harley-Davidson’s reimagining of the Sportster after a 64-year run. Let’s just say this isn’t your dad’s Sportster.

For anyone looking for an adrenalin fix, the answer awaits you on page 24 with Yamaha’s next level Hyper Naked motorcycle, the MT-09 SP. Finally, those who want the best that life has to offer need only turn to page 30 to explore the Harley-Davidson CVO Road Glide.

The latest edition to the brand’s premium CVO lineup combines power, comfort, technology and an all-new stereo in a package that is sure to make the neighbours jealous.

What inspires you to ride? Send an email to editor@insidemotorcycles.com and let us know. We’d love to hear from you. IM

8 Inside Motorcycles

Inside Track Communications, Inc. PO Box 370, Brights Grove, ON N0N 1C0 (Administration) 78 Airdrie Road, East York, ON M4G 1M2 (Editorial) 416-962-RACE (7223) • Fax: 416-962-7208 • www.insidemotorcycles.com EDIT EDITOR Patrick Lambie patrick@insidemotorcycles.com

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SENIOR EDITORS Colin Fraser colin@csbk.ca

TECHNICAL EDITOR John Sharrard acceltech@sympatico.ca

Toni Sharpless tojam39@gmail.com

OFF-ROAD EDITOR Mark Dzikowski mark.dzik.moto@gmail.com

Jason Thorpe jason@insidemotorcycles.com

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Frank Wood motor_mouth43@hotmail.com

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DESIGN & PRODUCTION Dawn McClintock Lindsey Broad

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CONTRIBUTORS Graham Clayton, Steve Hoffarth, Zac Kurylyk, Lee Martin, Brett McCormick, Suzanne Pelletier, Bruce Thomas, Shelby Turner, Todd Vallee.

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THE NEW R 18 TRANSCONTINENTAL THE ROAD‘S BEST DRESSED ICON Visit bmw-motorrad.ca for more information.

© 2021 BMW Motorrad Canada. “BMW”, the “BMW Logo”, all BMW model designations and all other related marks, images and symbols are the exclusive properties and/or trademarks of BMW AG, used under licence.

All-new GSX-S1000 Trio

Suzuki Canada has announced that their 2022 lineup will feature an updated GSX-S1000 alongside two all-new models based of the same platform.

In its first major update since its introduction in 2015, the GSX-S1000 receives a number of new features including updated bodywork capped off with unique stacked dual LED headlights, as well as all LED lighting.

Refined to meet Euro 5 emission standards, Suzuki states that the bike’s 999 cc liquid-cooled inline four-cylinder engine will also provide a broader and smoother torque curve with particular focus on the mid- to high-rpm ranges.

Bringing the GSX-S1000 into the sport touring segment, the 2022 GSXS1000GT adds a front cowl and windscreen developed to provide wind The GT version is one of three new GSX-S1000 models being protection. A rubber-mounted extended handlebar, purpose-designed rider offered by Suzuki for 2022. PHOTO COURTESY OF SUZUKI CANADA and pillion seats, rubber covered footpegs and pillion grab bars are included to enhance the riding experience over longer distances. Cruise control is also included as standard equipment on this new model.

The addition of specifically designed side cases takes this new model to a further level as the GSX-S1000GTA. Each watertight case is capable of fitting a full-face helmet and can be quickly removed and re-mounted with the quick-release mechanism.

Scheduled to arrive in dealerships in spring 2022 with MSRPs of $13,999 (GSX-S1000), $15,399 (GSX-S1000GT) and $16,999 (GSX-S1000GTA). Visit www.suzuki.ca for more details. IM

Yamaha Celebrates Diamond Anniversary

The 2022 Yamaha YZF-R1 in the limited-edition World GP 60th Anniversary livery. PHOTO COURTESY OF YAMAHA MOTOR CANADA

Marking the 60th anniversary of the company’s first World GP race, Yamaha has added a commemorative limited-edition paint option for three of the models in their 2022 Supersport lineup. In addition to the World GP Anniversary white and red chain block livery, each of the YZF-R3, YZF-R7 and YZF-R1 will also be available in Team Yamaha Blue or Performance Black paint schemes.

Yamaha’s Supersport lineup will also include YZF-R1M with carbon fibre bodywork.

Suggested retail prices for the 2022 models will be $6,299 (YZF-R3), $10,799 (YZF-R7), $22,199 (YZF-R1) and $29,999 (YZF-R1M). Visit www.yamaha-motor.ca for complete details. IM

Ducati Launches World Premiere 2022 Web Series

Ducatisti around the world will be kept entertained for the rest of 2021 with Ducati’s announcement of a six episode web series (running from September 30 until December 9) to unveil the company’s 2022 lineup.

While few details are available as of press time, Ducati did confirm that all episodes will be viewable on www.ducati.com and that the final episode will feature the reveal of Ducati’s newest adventure bike, the DesertX. Initial information on the DesertX indicates that it will be built around a liquid-cooled 937 cc Testastretta engine and that the bike’s primary focus is on off-road capability. Scheduled episodes are as follows: Your Everyday Wonder (September 30), Mark Your Roots (October 14), Rule All Mountains (October 28), A New Fighter in Town (November 11), The Evolution of Speed (November 25) and Dream Wilder – DesertX (December 9). IM

MCC and CMA Working Together

Initial image of the 2022 Ducati DesertX. PHOTO COURTESY OF DUCATI MEDIA HOUSE

Following an often tumultuous co-existence, the Motorcyclists Confederation of Canada (MCC) and Canadian Motorcycle Association (CMA) have announced a memorandum of understanding that will allow the two organizations to work in concert on various projects. As a result of this new agreement the MCC provided financial support for the Canadian team that the CMA announced for the 2021 Trial des Nations held in Portugal on September 17 to 19.

According to a press release issued by the MCC, the two groups have committed to further dialogue and meetings to explore how they can continue to collaborate in a manner that will benefit Canadian motorcyclists.

To learn more about these two organizations, go to www.motorcycling.ca (MCC) and www.motorcyclingcanada.ca (CMA). IM 10 Inside Motorcycles

2022 Can-Am Ryker Rally

Can-Am is encouraging fans of their three-wheel Ryker lineup to leave the asphalt behind with the introduction of the allnew 2022 Ryker Rally.

Aluminum skid plate, rally style tires, reinforced rims, anti-slip footpegs, hand guards and an additional air The 2022 Can-Am Ryker Rally offers additional filter are all standard off-road capabilities. PHOTO COURTESY OF CAN-AM on the 2022 model. In addition the Ryker Rally receives upgraded suspension with fully adjustable KYB HPG shocks that provide an additional inch of suspension travel compared to the previous model year.

The 2022 Ryker Rally will also come standard with a rally mode that has been designed to accommodate the requirements of off-roading. An Akrapovic exhaust is also included with the 2022 model.

The 2022 Ryker Rally has a starting MSRP of $16,999. For more information visit www.can-am.brp.com. IM

New Tiger Sport 660

Triumph has entered the middleweight adventure sports segment with the unveiling of the 2022 Tiger Sport 660.

Powered by an inline three-cylinder engine producing a claimed peak output of 80 horsepower and 47 ft-lb of The 2022 Triumph Tiger Sport 660. torque, this new PHOTO COURTESY OF TRIUMPH MOTORCYCLES model expands the company’s middleweight offerings following in the footsteps of last year’s Trident 660.

Standard features include Showa suspension, dual front brake discs and single rear disc with Nissin calipers, 17-inch cast wheels, TFT display, selectable ride modes, LED lighting, ABS and switchable traction control.

The 2022 Triumph Tiger Sport 660 will be available at Canadian dealers starting in February 2022 with suggested retail price starting at $10,495. For more details visit www.triumph-motorcycles.ca. IM

Correction

The Rapid Classics column in the August/September issue of Inside Motorcycles inadvertently listed that the photos of the Konig 500 GP bikes were supplied by Norman White. The photos of this amazing motorcycle were in fact supplied by Phil Aynsley, Rod Tingate and Graham Clayton.

The same article also referenced that Jon Dodds was the first F750 champion in 1974, for clarity it should have read that Dodds was Yamaha’s first F750 champion as Barrie Sheene was crowned as the first F750 champion one year earlier on his 750 Suzuki triple. IM InsideMotorcycles.com 11

Happy Birthday Hazel!

Good afternoon, Frank. I just wanted to reach out and let you know how much I enjoyed your “Ahead by a Century” column.

Although I have been living in Edmonton, AB since the mid-1980s, I grew up in Streetsville, ON and have had a great interest in motorcycles since I was about six years old! After riding my older brother’s Keystone minibike, I was hooked at a young age. I managed to get ahold of a Moto-Skeeter twostroke from a relative and later a used Honda Z50, then an old Suzuki TS90. I spent countless hours riding around Turney’s field. The Busbys lived on Turney’s Lane, a few blocks from where I lived and I knew the family and remembered they had motorcycles!

As my fascination for motorcycles, and motocross increased, I desperately wanted a competitive bike. My father told me in the fall of ‘78 that if I could come up with half the money, he’d “help” me get the rest of it in the spring. I did get half the money and we went to Brampton Cycle to purchase a brand-new Suzuki RM125N. That’s when I met you! You sold me my first new bike.

I joined the Flying Dutchman Motorcycle Club and got some training in from Jan Oosterman, on his property on Winston Churchill Blvd, later racing his fall annual two-hour motos.

I eventually joined CMA and raced various southern Ontario racetracks for a few years.

Hazel used to attend our Flying Dutchman banquets and I volunteered for her a few times for the Streetsville Bread & Honey Festival. Hazel could be a tough person at times, but she had at times, a tough job. That said, she has grace too. Happy B-Day Hazel!

Thank you for the great read.

PS: I am still very active in 12 Inside Motorcycles

the motorcycle community, touring, adventure riding, vintage flat tracking and participate as moto TV camera bike for various world sporting events (cycling and Triathlon).

Darren Nickle Hi Darren, thanks for your letter. The number of people who bought their first (or second, or third) motorcycle from Frank Wood never ceases to amaze me. – Ed.

Imperial vs. Metric

Hi Patrick, just a quick note of appreciation for including imperial measurements in articles and machine specifications.

Us oldies who were not brought up on metric find metric a mystery. I will never get used to being 1.82 metres or weighing 81.64 kg!

Many thanks again.

Tony Cording Hi Tony, thanks for reaching out. As someone who grew up learning metric in school, I still haven’t made the switch from pounds to kilograms or inches to millimetres. – Ed.

Who is Responsible?

Dear Patrick, I would like to add my two cents to Michel Mersereau’s sidebar on responsibilities. In the scenario he employs, the car had committed a citable offence, but the trolley driver has, at least in Ontario, accepted legal responsibility for the biker’s safety. I rarely wave anyone through and if I do I make bloody sure the entire way is clear. Having said that, Michel is correct. One’s own life is always in one’s own hands.

Riding defensively is the only intelligent way to go.

I remain your loyal reader, James Hassett Hello James, great to hear from you. As you and Michel both point out, riding defensively is not only key to safety, it is also a responsibility. – Ed. IM

The cover of the September/October 2011 issue of Inside Motorcycles says it all. The biggest story in Canadian motorcycle racing (and possibly Canadian motorsports in general) in the fall of 2011 was the ascension of Brett McCormick to top step of motorcycle road racing in Canada as the CSBK Pro Superbike Champion.

After securing his third pole position of the season, despite riding his “B” bike following a crash in practice, McCormick would go on to celebrate his 20th birthday in style with a win in race 1 of the series’ premier class on Saturday. The win, which saw McCormick trailing Kawasaki’s Jordan Szoke until the final corner, gave the radX/ BMW Motorrad Canada rider the 2011 championship with one race to go.

While McCormick’s bid to complete a perfect season in the final race fell short with a final lap crash, McCormick and Szoke’s Mosport battles will remain as some of the most memorable CSBK action for years to come.

Although his move to World Superbike meant that McCormick’s reign as Canada’s Pro Superbike Champion would be limited to a single year, following this breakthrough win for BMW Motorrad, the BMW S 1000 RR would go on to dominate the CSBK Superbike racing with seven Pro titles in the last decade, including six by Szoke.

Fast forward to 2021 and another young gun has taken the national series by storm as 19-year-old Alex Dumas of Quebec claimed the title to become the youngest ever CSBK Pro Superbike Champion. Dumas’ title win also marks the first time since Francis Martin’s 2005 championship that Suzuki has claimed top honours in CSBK Pro Superbike. One can’t help but wonder if Suzuki will be able to repeat BMW’s dominance. IM

Avon Spirit ST Tires

By R. Bruce Thomas It was the hottest of summers. It was the driest of summers. It was a summer that seemed like I really wasn’t going to be able to ride much, putting a kink in testing the Avon Spirit ST tires that had arrived in early spring. But, first, I had to get another bike. Second, I had to get a new hip.

Luckily, I was able to find a suitable bike a week and a half before I was scheduled for the new hip. If you change your own tires, you’ll be happy to hear these tires are easy to mount. Once the tires were on I managed to squeeze in 2,700 km of riding in six days which included some of my favourite local curvy roads, one rain day on some curvy highways and a 1,664 km Iron Butt ride. All of these trips seemed appropriate as Avon advertises the Spirit ST as a tire with exceptional wet grip and high mileage capability. The tires functioned flawlessly in all conditions.

Eleven weeks after the new hip went in I was back on the bike, a 2012 Honda ST1300 running the 170/60ZR17 rear and 120/70ZR18 front, and in four weeks I have clocked an additional 3,000 km as I eased back into riding. During a 550 km lunch ride, two-up with my wife, I treated Mary to a swift circuit of the full cloverleaf at Whitemud and Anthony Henday and the tires felt planted and confidence-inspiring with no discernible difference from my solo clover-loops on this section of my favourite test circuit.

My TPMS says the tires warm up quickly and maintain even pressure and temperature throughout the day. Avon’s claim of the Spirit ST being a high mileage tire is borne out by my high silica content and innovatread depth gauge which indicates both front and rear tires Pros tive tread designs improve safeappear to have used only about 25 percent of their rubber + Variable Belt Density and ty in cold and wet conditions. after nearly 6,000 km which extrapolates to long life.

Reactive Footprint technology Avon Spirit ST tires are available in a wide variety of increase rear contact patch size 16-, 17-, and 18-inch rears and 17-, 18-, and 19-inch fronts. when cranked over Cons Check www.avontyres.com for specific sizing, dealers and + Three rubber compounds with – Could be tough on knee pucks pricing. IM

Shoei RF-1400 Helmet

By Patrick Lambie One of the most innovative product launches during the COVID-19 pandemic arrived on my doorstep in the dead of winter in late 2020. Enclosed in a padlocked lucite case and shielded from prying eyes by a Shoei embossed travel bag was the latest offering from the renowned helmet manufacturer. The combination provided at the company’s virtual press event unlocked the case and provided my first look at the all-new RF-1400 full-face helmet.

Introduced as a natural progression in the company’s culture of continuous improvement, the RF-1400 is the latest iteration of Shoei’s successful RF lineup.

Shoei claims that the RF-1400 design results in reduced lift and drag compared to the previous RF-1200 model while also reducing wind noise. When the opportunity to ride with the RF-1400 finally presented itself in the spring, the helmet proved to be very stable at high speed with limited wind noise, comparable to other premium helmets. Most notable was the excellent ventilation qualities resulting from the repositioned centre vent and larger outlet vent.

One of the main changes to the RF-1400 is the redesigned shield system, which provides a wider field of view and also comes standard with a Pinlock EVO lens. This new lens provides excellent peripheral vision and the Pinlock was a welcome addition, preventing fogging on cool spring mornings. The new shield system also incorporates a waterproof seal.

While the movement of the shield’s release mechanism to the centre of the helmet just below the lens is intended to provide less stress across the lens when opening and closing, I found it a little difficult to operate with gloved fingers.

Four shell sizes are utilized with a goal of ensuring an accurate fit; however, while other Shoei helmets I have tested (Hornet X2, GT-Air II) were a perfect fit in size medium, I found the RF-1400 placed substantial pressure on my forehead, suggesting this new shell has moved away from an oval shaped bias. While this helmet is definite contender for anyone looking for a Pros Cons full-face street helmet, take the time to try one on at your local + Shoei quality – Visor release can be challenging Shoei dealer to ensure correct sizing and fit. MSRP starts at + Outstanding ventilation – Double-check sizing $749.99 and the helmet comes in sizes XS to XXL. IM InsideMotorcycles.com 13

ON THE PIPE MARK DZIKOWSKI

Unity

W

ith all the polarization in the world these days, from politics to COVID/ vaccinations and everything in between, I am tired of reading the news and have virtually eliminated my social media presence. While trying not to remain ignorant by still staying informed on current events, I try to surround myself with positive people, whether I share their points of view or not. This usually comes down to people that I enjoy spending my time with doing the things I love doing (excluding my immediate family, of course), namely riding anything with two wheels.

Travelling from coast to coast, motorcycle people will tell you that their community has a significant bond as illustrated by the everpresent wave of the hand to fellow motorcyclists on the road. Starting my riding career on the street and migrating to the off-road faction, I can confirm that this bond grows into being a part of an actual family. While the off-road faction includes motocross, cross country, hare scramble, enduro, hard enduro and rally, the hard-core off-road purists will say the motocross riders have nothing on the tree-bashing brethren when it comes to sticking together through thick and thin.

Well, I never grew up in the motocross circles

so can’t comment on it from a first person point of view, but looking from outside in, and being part of the tree-dodging crowd, I think there might be some truth to it.

This summer, I spent a few weeks in Nova Scotia and managed to sneak in some riding and racing there while testing the 2021 Beta 430 RR Race Edition bike (review coming in the next issue). I met local riders, land owners, series promoters and fans. Every person I talked to was friendly, inquisitive about what I was doing there and happy I made it to their remote race venue in northern Cape Breton. I felt I was part of their circle of trust. To illustrate how small this world is, while I was at the starting line waiting for my class to start, I noticed a familiar name on one of the race bikes and approached the rider. It was a fellow rider who used to live in Calgary but now lives in Nova Scotia. We briefly chatted about our common friends back home and then it was time to race. Just a cool 5,000 kilometres apart and bumping into fellow riders on the starting line.

While every sport has the camaraderie that I’m talking about here, I never experienced this kind of bond in all the other sports I was a part of over my lifetime…

Friendly crowds cheer on Ryan Luedey of Calgary, Alberta on his 1988 XR200R during the Thistle Hurt Enduro in Cape Breton, Nova Scotia. PHOTO BY MARK DZIKOWSKI 14 Inside Motorcycles

When I got home from our Nova Scotia trip, I repacked my bag and headed to Steveville, Alberta the following day, where I was helping put on the Red Bull Outliers Hard Enduro. Even though I know a fair number of riders in Alberta and BC, I only knew a few on the crew I was going to be a part of for the next six days, flagging, course netting and pre-riding. When working long hours in the hot sun and hard rain, it usually gets old pretty quick, but for some reason, I enjoyed every single day and hour of working on the course. I attribute this to a couple things. First, riding bikes and putting on a race all day is kind of awesome.

Second, and most importantly, the crew I was working with was top notch. There were no egos, micromanagers, grumpiness of any kind. Just current and past racers working towards a common goal and truly happy to be there. There were no divisive political discussions or polarizing pandemic rants and whenever these topics did creep up over beers in the evening, it was civilized and respectful. It was so refreshing to get away from the negative mainstream media and social media and remember how it was in the old days, no hiding behind a screen and face-to-face interactions. To go full circle, when I mentioned to my fellow crew members the rider I saw on the starting line in Cape Breton, stories began to fly from the time that individual lived in Alberta, followed by lots and lots of laughs.

Why can’t we extend this type of camaraderie into our daily life? Why do we have to point fingers, be angry and degrade others who don’t share our point of view?

This summer, spending time with my motorcycle brethren has reinstated my faith in our communities and I hope that little by little, our society goes back to normal (and don’t call it a “new normal!”), a civilized and common goal of living in our great country as a whole. I didn’t want to get philosophical here, but it makes me really happy to be a part of this community. IM

THE SHARP EDGE TONI SHARPLESS

Passion Has No Age

I

had the pleasure to hang with the 2016 Canadian Motorcycle Hall of Fame inductee Gary McKinnon this summer during an event at Canadian Tire Motorsport Park when he and his team, including young rising star John Fraser and his father Jamie, drove west to Ontario from their home in Nova Scotia to go road racing. Built like a horse jockey, compact and lightweight, complete with pre-curved hands ready to grab a set of handlebars, Gary brings his full attention to you with laser focus eyes when he talks about his favourite subject: racing motorcycles.

Gary came to the CTMP course in Ontario to run an endurance race and a lightweight class with the Vintage Road Racing Association on the weekend prior to the Canadian Superbike national weekend where he helped his young protégé Fraser to compete in the CSBK Amateur Sport Bike class. Always gracious in sharing the sport he loves, when I first met Gary in 2019, he was helping a team of young racers from Nova Scotia including Avery Hart and Keegan Gaudet to contest the CSBK Amateur Lightweight Sport Bike class. Hart finished

Gary McKinnon (on the bike) seen here in 1988

second to eventual champ Ben LeClair in a season-long battle.

Incredibly, Gary celebrates over 50 years of road racing this year! The hook was set when Gary rode his first motorcycle in 1964, then in 1970 he heard about a race event taking place at the military airport in Debert, NS. As soon as Gary heard about the race he said, “I knew it was something I was going to be a part of.” Gary entered his first race at Debert and raced there every year after until Atlantic Motosport Park (AMP) opened in 1974, when Gary arrived and won on the opening race weekend.

Gary was also in attendance at another benchmark event in Canadian road racing, participating at the very wet World Championship Formula 750 race weekend in 1977 at Mosport (now called CTMP) finishing fourth in the 125 GP Honda Challenge.

In 2021, Gary returned to CTMP to feed the sport by helping John Fraser, and to race himself of course. The Nova team of John and Gary placed first in class in the endurance race with Gary matching lap times within one-tenth of a second of his teenaged teammate. Gary then chased the young Walker brothers Jared and Cameron in a lightweight battle finishing fourth, but only .776 seconds behind the race winner Jared Walker.

The following weekend, Gary turned tuner alongside John’s father, Jamie Fraser, helping their rider to a best finish of second place to winner Brad McCrea in the CSBK Amateur Sport Bike class. Another successful weekend for team Nova and another race season to add to Gary’s unbelievable achievement of over 50 years of racing!

One evening in the paddock, Gary and I had a conversation together about what it is like to road race at let’s say, a very experienced age. I described my situation going on within my head that there is a constant debate between ‘the competitor’ that lurks in every racer and ‘the wisdom’ that comes with age. I explained that one sits on the left shoulder whispering in my ear and the other

sits on the right shoulder; Gary knew exactly what I was describing.

That wasn’t the only thing we could identify with. Gary asked me why the No. 9 in my race number and I said it was from my favourite racer American flat tracker Jay Springsteen. Gary said he also uses No. 9 but for Gary Nixon who he met in 1998 after the thrill of riding Nixon’s KR750.

During our conversations I mentioned to Gary that a funny thing happened to me during the week leading up to the CSBK national weekend on a Pro6 track day that I thought he might enjoy.

My friend Dale and I (my husband Jamie was at his first job) had our heads down in the paddock most of the day trying to figure out our suspension so I could get some comfortable speed in the bumpy corners of 1, 3 and 4. With the job at hand we weren’t socializing with our neighbours throughout the day, but apparently, we were being observed.

At the end of the track day after the track closed, our paddock neighbour walked over to say hello starting with, “My English is not very good.” I responded back to our neighbour from Quebec, “I understand you no problem, ma Francais n’est pas tres bon.”

With that my paddock neighbour continued in English, “Can I ask you a question?” he said. I answered, “Of course! Go ahead.” thinking he may want some intel on our suspension setup.

Then he said, “How old you are?” I was taken aback a little, then noticed he was looking somewhat nervous as he held his ground for the answer. I took my time before answering trying to figure out my age in French then stated, “Je suis soixante-et-un.”

His face lit up, I thought because I nailed it with correct pronunciation, then he excitedly held his hand out for a COVID friendly fist-bump exclaiming, “Passion has no age!”

As I told the story to Gary I re-enacted the fist-bump when I said, “Passion has no age!” then asked him if that has ever happened to him. Gary said, “Well I think it just did.” IM InsideMotorcycles.com 15

TO THE LIMIT BRETT MCCORMICK

A new role

I

builders/fabricators in the country and he loves having his hands on his bike turning wrenches himself. That’s where I came into the picture for him this season, not to build bikes or do any major mechanic work – but more to take care of the simple mechanic tasks that take his time and energy on race weekends.

Race teams have shrunk with budgets shrinking, and most crews aren’t what they used to be in the peak of national racing.

World Superbike and MotoGP haven’t downsized, but most of the smaller teams in the national circuits have definitely taken haircuts in the budget department. The good old days we all call them now, where even in Canada your factory team had a “tire guy” that would run tires to get changed, and make sure air pressures were perfect coming off the wheel rack. The bigger the budget, the bigger the list of personnel – which can keep the program as tight as possible with everyone having a purpose.

I remember a story from my early years racing, it was during dinner on a race weekend and some of the more veteran guys around the table were laughing about an incident racing in the US. I’m probably butchering this story to some extent, but the details don’t matter as much as the lesson in it.

I think it was Crevier (but could have been Picotte) telling a story of having front brake pad issues at Daytona, going into the first turn with basically no front brakes – they had to lock the rear up, lean the bike over and low-side Working with Trevor Daley at Autodrome St-Eustache during the at super high speed.

’ve been at the races lined up on the grid to fight for the win and I’ve been at the races as a fan cheering my favourite racer on to do the same. I’ve been to the track to coach other racers and I’ve been to the track to receive coaching. This year was something new for me and I got the opportunity to get my hands a little dirtier than normal.

Trevor Daley reached out at the start of the year seeing if I could come out to the first CSBK weekend at Calabogie to give him a hand with his riding where possible and turn wrenches. Colin Fraser introduced us back in 2017 when I spent the summer working in Toronto and I was lucky to have Trevor to ride moto and hang out with during my time out east. We’ve stayed close friends ever since. I have so much respect for Trevor and the racing program he’s built over the last decade, his story is awesome and he’s worked hard to get where he is. If you’ve been to the races and checked out the pit area, you probably noticed Trevor runs a skinny program when it comes to mechanics and personnel. This is by design, because Trevor is one of the most talented

third round of the 2019 CSBK championship. PHOTO BY COLIN FRASER 16 Inside Motorcycles

Luckily unhurt. When they were in the pits that night the team manager was really upset, and suggested to them they’ll make sure that guy won’t be dealing with the front brakes ever again. Crevier replied, “Are you kidding me, that guy has to be the guy doing the brakes from now on.” I was confused listening to the story so I asked the obvious question: “Why not?”.

He knew that guy would never make the same mistake twice – and learning from his mistake he was way less likely to do it again compared to a new guy on the job. This story has always stuck with me.

Another interesting experience I had, and a massive learning moment for me, was my first weekend racing World Superbike.

I was sitting in the pit garage debriefing after a morning session with my crew chief while my three mechanics started tearing my Ducati 1198 down to the frame. I had a session in two hours. As most sane people would, I asked what the problem was with the bike. The one mechanic looked back at me almost as confused that I asked this question as I was that they were tearing the bike down. His response was, “No problem, just looking.” I replied, “Looking for a problem?” He assured me there was no issue, but they did this every day to get their hands and eyes on every part of the bike – clean everything and make sure there are no issues. If they don’t go through it with a fine-tooth comb, issues will sneak by. This level of detail blew me away, and still does to this day – but I try my best to replicate this attitude in everything I do.

I always wondered why some of my mechanics had trouble watching the races – but now I know. When you build a motor or mount wheels on a 200 horsepower Superbike for one of your good buddies to go try to break a lap record, there’s a unique stress that comes along that you can’t explain until you have your hands on that bike. I think I forgot to breathe for two minutes every session until we saw Trevor come onto the front straight in one piece. IM

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InsideMotorcycles.com 17

INSIDE IMPRESSION | 2021 HARLEY-DAVIDSON SPORTSTER S

18 Inside Motorcycles

THE

A

new Sportster? Built on an all-new platform? With a liquid-cooled engine? The question that sprang to mind with this announcement was “Why?” The oft-maligned Sportster has been a fixture in the Harley-Davidson stable since its introduction in the mid-1950s. While it may not have the sex appeal of the brand’s Softail power cruisers or flagship touring machines, the Sportster is quite simply, money in the bank. A consistent seller that has provided the Motor Co. with massive returns on a simple straightforward platform all the while offering an affordable and manageable point of entry into the world of the bar and shield.

So why now? In the words made famous by Mr. Bob Dylan, “The times they are a changin’,” and that starts with the liquid-cooled 60-degree Revolution Max V-twin engine. Branded as the 1250T in the Sportster S, my first exposure to H-D’s all-new Revolution Max engine had occurred the week before while riding a Pan America Special around the Rocky Mountains in Alberta and I was anxious to see how this refined powerplant would adapt to a cruiser.

Arriving at the Horseshoe Resort north of Barrie, ON, I managed to steal a glance at the group of Sportster S models just as they were being covered up to maintain a level of anticipation for our scheduled test ride the following morning. While it was fleeting, this initial in-person look reconfirmed that this is not your dad’s Sportster. Where the CVO Road Glide that Jason Thorpe reviewed for this issue represents a natural and subtle progression from year to year, the Sportster S throws out the playbook.

With its wide oval Daymaker headlight set into the beefy front fork with a massive 160/70 TR17 front tire, the front end looks more like the Fat Bob 114 than any bike in the previous Sportster lineup. Moving from front to back the visual line moves at a shallow angle from the low set handlebar through the gas tank and seamlessly into the seat. An exposed 180/70 R16 tire and high mount dual exhaust round out a unique look that left me wondering if I could find a vintage Mad Max movie on Netflix that night.

Jumping on to the saddle the following morning reiterated that the Sportster S is an entirely new experience. Unlike the typical Harley-Davidson sensation, the Sportster S feels like you are sitting on top of the motorcycle as opposed to enveloped within. This sensation is furthered by the handlebar which resides just above the level of your hips instead of the traditional knuckles-in-the-wind chest height. Looking at the relationship of the slightly higher than Harley-normal 752 mm (29.6 in) seat height, low handlebar and forward controls I started having InsideMotorcycles.com 19

20 Inside Motorcycles

While visual design is a big part of the Sportster S, highlighted by its stout front end (opposite page) and exposed rear tire and high mount exhaust (this picture), technology also plays a big role including (below left to right) the Revolution Max 1250T engine, infotainment system with the unique round display and full LED lighting.

flashbacks to the ill-fated FXDR and its beyond uncomfortable riding position. Fortunately, my fears turned out to be unfounded as the Sportster S – even during a lengthy stretch crawling along behind a line painting crew – was quite comfortable. My only concern was that at 5-feet-8-inches tall I felt this bike had been made specifically for someone my size and was left wondering if a taller rider may feel cramped.

A lot of focus for the design of the Sportster S was on weight reduction, which includes the use of the engine as a stressed member of the frame. Picking the bike off the side stand confirms that these efforts were successful as the svelte 228 kg (502.6 lb) machine feels more like a sport bike than a cruiser from Milwaukee.

Fired up, the Revolution Max 1250T engine settles into a very civilized non-Harley exhaust note. While this engine has been built off of the version that debuted in the Pan America, the 1250T has been tuned and adjusted to provide more torque in the low- and mid-rpm ranges. Thanks to variable valve timing (VVT) on both the intake and exhaust cams, the 1250T is also able to maintain performance as it moves into higher revs.

While the result of this tuning is a reduction in claimed peak

horsepower (121 vs. 150) compared to the powerplant in the Pan America, 121 hp is more than capable amount of power for a 500 lb motorcycle. Harley-Davidson lists the torque specification for both bikes at 94 ft-lb (127 Nm) with the Sportster S achieving maximum torque slightly earlier at 6,000 rpm compared to the Pan America at 6,750 rpm. Letting out the clutch – by the way, the lightest feeling clutch I have experienced on any Harley-Davidson – the 1250T’s specific tuning is evident as the bike moves forward with no hesitation or bogging.

In addition to the preset selectable ride modes (Sport, Road and Rain) which adjust throttle response, sensitivity of rider assists and level of engine braking, the Sportster S includes two custom ride modes, similar to the Pan America, allowing the rider to select their own combinations. I have to admit that while ride modes are becoming more commonplace and even appearing on some entry level machines, I often struggle to detect much difference in the power delivery from one mode to another. This was not the case with the Sportster S. As the group in front of me took off at an aggressive pace and I cranked the throttle wide open I was somewhat underwhelmed by the response. Glancing at the display and seeing that the bike was in InsideMotorcycles.com 21

Road mode I quickly switched into Sport and was blown away by the Jekyll and Hyde transformation that occurred. Where the Road mode offered a refined riding experience, Sport brings the bike alive with immediate response to throttle input and notably more aggressive acceleration.

Recounting this experience to a local Harley-Davidson dealer the following week, he said he was happy to hear that the ride modes were so distinct, but his interest wasn’t in the aggressive nature of the Sport mode. Rather he was glad to hear that Road mode was very manageable as this will allow them to confidently sell the Sportster S to new and less experienced riders.

The standard equipped slipper clutch is an added bonus for those with aggressive riding styles as is the inclusion of ABS and traction control (both of which are lean sensitive, utilizing data from a six-axis IMU). As a nice surprise the Showa 43 mm inverted front fork and piggyback reservoir shock are adjustable for preload and compression/rebound damping allowing riders to adjust the suspension to suit their individual weight and riding style. Unfortunately, the suspension also proved to be one of the few drawbacks of this all-new motorcycle. With just 37 mm (1.5 in) of suspension travel at the rear – yes, you read that

correctly: 1.5 inches – the Sportster S is completely unforgiving in its assault on your spine when encountering anything other than pristine pavement.

Even with its limited suspension, the Sportster S is a blast to ride. While you may think that the oversized bordering-on-cartoonish front tire would inhibit handling, you would be wrong.

Despite this perhaps unusual tire choice, this new Sportster handles well and was a willing participant as our pace picked up along the winding roads of northern Ontario. Of note is that the minimal ground clearance of 93 mm (3.7 in) brought the footpegs, and the heels of my shoes, into contact with the asphalt sooner than expected.

Another premium feature found on the Sportster S is the use of Brembo brakes; however, the use of a single 320 mm disc on the front wheel as opposed to dual front discs seems a little out of sync with the bike’s overall performance capabilities. That being said, the combination of the single discs front and rear (260 mm on the rear) with Brembo calipers proved to be more 22 Inside Motorcycles

than sufficient throughout our day of riding. Of course, being an on-road press event, the furthest reaches of the Sportster’s performance were not explored.

Technology on the Sportster S goes beyond its all-new powertrain, modern rider assists and complete LED lighting. Information is conveyed to the rider via a unique round four-inch diameter full-colour TFT display. In addition to speedometer, tachometer, odometer, ride mode and fuel gauge information available in the default display setting, a status screen can be accessed to view information on tire pressure, engine temperature and battery voltage. Pairing the rider’s cellphone and helmet communication system adds the ability to listen to music as well as receive and make phone calls. Adding the Harley-Davidson app to your smart phone will enable navigation on the display with turn-by-turn instructions on the screen as well as communicated to your paired headset. While the circular display is unique to the Sportster S, navigating through the menus felt very familiar as it follows the same logic as the Pan America I had ridden the previous week.

The team from Harley-Davidson Canada was kind enough to ensure that the fleet of test bikes also represented each of the available colour options for the Sportster S. While the standard model features Vivid Black paint, for a $450 premium, purchasers can also choose the Midnight Crimson or Stone Washed White Pearl options. Regardless of the colour you ultimately choose, the good news is that the finishes are of the same high quality that we expect from Harley and all three options were well suited to the bike.

Coinciding with the launch of the Sportster S, Harley-Davidson has also introduced a complete lineup of parts and accessories including pillion seating options, quick release windshield, luggage and a mid-control kit.

While it isn’t currently offered, I do think that a riser to bring the handlebar up in front of the rider as opposed to below has the potential to be a big seller.

When reviewing a new model one of the most obvious questions is, whose garages will this motorcycle end up in? In the case of the Sportster S, being not only a new model but also a new concept for Harley-Davidson makes this a broader question as there are no historical trends or data to draw upon. Thanks to its light weight, manageable seat height and ability to dramatically alter power delivery, the Sportster should have an immediate draw with newer riders. Add in modern technology such as lean-sensitive rider aids and Bluetooth smartphone integration, not to mention a liquid-cooled V-twin engine that is truly leading-edge and the Sportster S also gains the capacity to keep experienced and more aggressive riders entertained whether they are cruising around town or out on their favourite stretch of twisty road.

All of this comes at a premium. With an MSRP starting at $17,999, the Sportster S will cost an additional $4,000 when compared to the most expensive model in the pre-existing Sportster lineup and also costs more than a couple of the current Softail models. However, for this price you get a motorcycle that eclipses the past and brings the Sportster (and possibly Harley-Davidson) onto an entirely new playing field. If the success of the Pan America is any indication, consumers are ready to embrace the next chapter of the Harley-Davidson story and the Sportster S looks to be a big part of it. IM

S P E C TA B L E

2021 Harley-Davidson Sportster S PROS:

+ The Revolution Max 1250T engine + Ride modes that really work

CONS:

- Rear suspension - An $18,000 Sportster

Suggested Retail: Starting at $17,999

Torque: 94 ft-lb (127 Nm) @ 6,000 rpm

Seat Height: 752 mm (29.6 in)

Colours: Vivid Black, Midnight Crimson, Stone Washed White Pearl

Fuel Delivery: Fuel injected

Suspension (front): Showa 43 mm inverted fork adjustable for preload and compression/rebound damping

Engine: Revolution Max 1250T 60-degree liquid-cooled V-twin

Final Drive: Belt Weight: 228 kg (502.6 lb) wet Transmission: Six speed

Suspension (rear): Showa monoshock with piggyback reservoir adjustable for preload and compression/ rebound damping

Compression Ratio: 12.0:1

Frame: Component frame utilizing engine as stressed member

Tire (front): 160/70 TR17 Dunlop HarleyDavidson Series

Power: 121 hp @ 7,500 rpm

Wheelbase: 1,518 mm (59.8 in)

Displacement: 1,252 cc Bore & Stroke: 105 x 72.3 mm

Tire (rear): 180/70 R16 Dunlop HarleyDavidson Series Brakes (front): Single 320 mm disc with Brembo radial monoblock four-piston caliper Brakes (rear): Single 260 mm disc with Brembo floating single-piston caliper Fuel Capacity: 11.8 L

InsideMotorcycles.com 23

I N S I D E I M P R E S S I O N | 2021 YA MA H A MT -09 S P

2021 Yamaha MT-09 SP

BY PATRICK LAMBIE

E

very now and then a motorcycle comes along that is so good that you actually need to curb your enthusiasm and take a moment to assess if it truly is as exceptional as you think. Case in point is the 2021 Yamaha MT-09 SP. I have been in love with triples and their unique characteristics ever since I purchased a Triumph Daytona 955i in the early 2000s. The perfect blend of V-twin torque and the topend power of an inline four, in my opinion nothing compares to an inline triple. Having experienced Yamaha’s impressive crossplane triple engine in IM’s long-term Yamaha Tracer GT tester a couple of years back I was looking forward to seeing what the latest iteration held in store for me in the 2021 MT-09 SP. Being north of 50, I have also increasingly gravitated towards the upright comfort of naked bikes, which only added to my anticipation for this particular test.

Based on a review of the specification sheet in advance of picking up our test bike, the latest version of the MT-09, which started life as the FZ-09 in 2014, features an all-new engine with increased displacement, an updated transmission, a new frame and 3.5-inch TFT display as well as the upgraded fully adjustable suspension and the other bells and whistles that come standard with the premium SP model.

Unlike other tests where there is an opportunity for some seat time prior undertaking a photo shoot, IM’s senior photographer Ben Quinn met me at Yamaha’s Canadian HQ so we could proceed directly to the locations he had scouted for this bike. Prior to getting underway we paused for a few minutes to take in this newest MT09. While the 2021 SP model retains the “Dark Side of Japan” inspiration that serves as the basis for the entire MT family, the R1-inspired colour scheme offset by the gold front fork tubes creates a visual that stands apart

24 Inside Motorcycles

PHOTOS BY BEN QUINN

from the rest of Yamaha’s Hyper Naked lineup. Add in the new single LED headlamp encased in a cowling that is sure to inspire a copyright lawsuit from the creators of the Transformer movies and the resulting 2021 MT-09 SP is set to capture the attention of both riders and non-riders.

During the short ride to our first location, I couldn’t help but notice the increased low-end torque of this new 889 cc CP3 engine (an increase of 42 cc compared to the 2020 MT-09 powerplant). In its quest to achieve the Euro 5 emission standards without sacrificing output Yamaha also reworked the intake and exhaust systems and updated the injectors. The result is a reported seven percent increase in torque that now comes online earlier in the powerband, begging the rider to loft the front wheel skyward.

And this is how I found myself pulling wheelies in an empty parking lot east of Toronto while waiting for Ben to set up his gear. To clarify, nobody who has ever ridden with me would use the word hooligan to describe my riding, yet here I was behaving like a 16-year-old without a care in the world – I blame Yamaha and the MT-09. Of course, once Mr. Quinn took notice of my newfound willingness to push the limits of gravity, we spent what may very well be the most exciting 15 minutes of my riding career capturing images for posterity – let’s face it, without the pictures I wouldn’t believe it happened either.

Two more locations and with the photo shoot out of the way it was time to put some miles on the 2021 MT-09 SP and see if this first-date lust had what it takes to build a long-term relationship. Fortunately, a planned trip to visit my in-laws’ cottage near Point Clark, ON provided both a destination and the variety of roads necessary to assess this budding relationship.

InsideMotorcycles.com 25

Navigating heavy traffic heading westward on the ever-busy Hwy 401 offered insight into the MT-09 SP’s practical capabilities. Firstly, this transmission may be the smoothest of any that I have experienced. I literally had to look at the gear indicator to make sure the transmission was engaged when I shifted into first. Shifting up and down through the gears to accommodate the go fast, slow down, go fast nature of traffic was not only equally smooth, but the standard equipped bi-directional quick shifter was perfect, hitting every gear succinctly without fail.

As an added bonus, the display includes an indicator of when the quick shifter is available and in which direction. Not really required, but somewhat entertaining.

Anyone who has ever ridden (or driven) on North America’s busiest highway knows that the secret to survival is being able to get out the way in an instant as oblivious cagers meander from lane to lane with no concept of shoulder checking. With the flickable MT-09 SP this was a piece of cake as the bike responded immediately and precisely to even the slightest input. Thanks to the dual 298 mm front brake discs with radial mount four piston calipers, single 245 mm rear disc with single piston caliper and lean sensitive ABS, stopping on a dime when traffic inexplicably comes to a sudden halt is not an issue with the MT-09. Additional electronic rider aids include lean sensitive traction control with three selectable modes, slide control and wheelie control, all utilizing data from an updated six-axis IMU. Exiting the 401 and heading onto Ontario’s network of secondary highways provided a chance to experience the MT09 at a more relaxed pace. Thanks to the

Inset photos (clockwise from above): The 2021 Yamaha MT-09 features an updated headlight design, CP3 engine with displacement increased to 889 cc and full-colour instrumentation, while the SP model gains fully adjustable suspension with Ohlins on the rear and an inverted 41 mm KYB fork on the front.

26 Inside Motorcycles

risers that bring the wide handlebar to a neutral position, you can ride for multiple hours with no fatigue in your shoulders or back. The seat (complete with custom MT-09 SP stitching) was also notably comfortable, accommodating a two-hour stretch of riding with no issues.

With the cruise control set to 100 km/h and the engine turning over at a relaxed 3,500 rpm the MT-09 felt like it could go on forever, but the gas gauge had other ideas. After indicating full for more than 100 kilometres, the fuel level indication commenced to deteriorate quickly to the point that after just an additional 75 kilometres I was desperately in search of fuel. You can imagine my surprise when the 14-litre tank took just 9 litres to fill. This same scenario would play out throughout my time with the SP,

including where after riding for 30 kilometres with the low fuel warning the tank only needed 10 litres to fill.

These stressful moments when thinking I was running out of fuel also kept me focused on the 3.5-inch TFT display. While it is bright and readable in all light conditions, I did find myself wondering why Yamaha decided to go with such a limited size.

It seems a little out of proportion with the rest of the bike.

My hopes for an opportunity to explore the MT-09 SP’s performance were answered early the following morning when I encountered several vacant kilometres along the Great Lakes Waterfront Trail highway. Offering immaculate asphalt with a variety of sweeping corners, it would hard to imagine a better testing ground for this bike outside of a racetrack.

With the throttle wide open and upshifting through the gears it is amazing how tight and precise the powertrain functions.

The MT-09 SP is equipped with four selectable power modes and power is plentiful in each. It actually took me some time to figure out that 1 was the most aggressive throttle response and 4 the most sedate. Recommendation to Yamaha: try using more obvious descriptions for the power modes.

Yamaha claims that the MT-09’s all-new die-cast aluminum frame has been designed to provide increased stiffness to enhance rider feedback and stability. While I wasn’t able to push the bike as hard as one would on a racetrack (PS: This bike is dying to be taken to a track day), it performed flawlessly, responding to whatever I threw at it.

The only complaint that IM staff had with previous MT-09 models has been the imbalance of the limited suspension quality compared to rest of the motorcycle. In the case of the MT-09 SP, the inclusion of fully adjustable KYB front fork and Ohlins rear shock brings a track-ready suspension to this naked street bike (did I mention that this motorcycle is dying to go to the track?) that is sure to meet the demands of even the most discerning rider. The harder I pushed the MT-09 SP the better the suspension seemed to respond. In addition to containing the impact of bumps and other imperfections along the roadway without sacrificing feedback, there was no front-end diving under hard braking and the rear remained firmly planted when accelerating aggressively out of corners. While the powertrain remains the star of the show on the MT-09 SP, the award for best supporting actor definitely goes to this suspension setup.

With an MSRP of $13,999 for the MT-09 SP, the $3,200 premium compared to the base model MT-09 may seem steep, especially considering that if you look past the special paint scheme and other cosmetic touches the only difference is the suspension and cruise control, but I can’t imagine owning this bike without the upgraded suspension. Especially for riders who are intending to take advantage of the full capacity of the MT-09’s powerplant, it would be like ordering pumpkin pie but skipping the whip cream. Really good, but still missing something. Yes, you could buy the base model and add the suspension upgrades on your own, but I am not sure you would be that far ahead once you factor in the cost of parts and installation.

The naked bike segment continues to attract the attention of every OEM with new options coming to market each season.

While the MT-09 SP is not built for the faint of heart, should you find yourself in the market for a naked bike with the ability to elevate your pulse rate, this motorcycle is definitely worthy of your consideration. You never know, you may just fall in love. IM InsideMotorcycles.com 27

S P E C TA B L E

2021 Yamaha MT-09 SP PROS:

+ Top-shelf powertrain anchored by the CP3 engine + Premium suspension

CONS:

- Fuel gauge accuracy - TFT display could be larger

Suggested Retail: $13,999

Fuel Delivery: Fuel injected, Mikuni 41 mm throttle body

Suspension (front): Fully adjustable 41 mm inverted KYB fork

Colours: Raven / Liquid Metal

Final Drive: O-ring chain

Suspension (rear): Fully adjustable Ohlins shock

Engine: Liquid-cooled inline three-cylinder

Weight: 190 kg (419 lb) wet

Tire (front): 120/70 ZR17

Displacement: 889 cc

Transmission: Six speed

Tire (rear): 180/55 ZR17

Bore & Stroke: 78 x 62.1 mm

Frame: Lightweight CF aluminum die-cast

Compression Ratio: 11.5:1

Wheelbase: 1,430 mm (56.3 in)

Brakes (front): Dual 298 mm discs with radial mount 4-piston calipers

Power: n/a

Seat Height: 795 mm (31.3 in)

Torque: n/a

28 Inside Motorcycles

Brakes (rear): 245 mm disc with single-piston caliper Fuel Capacity: 14 L

MISSION ACCOMPLISHED!

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INSIDE IMPRESSION | 2021 HARLEY-DAVIDSON CVO ROAD GLIDE

E N I H C A M 2021 Harley-Davidson CVO Road Glide

BY JASON THORPE

30 Inside Motorcycles

PHOTOS BY BEN QUINN

A

Harley CVO motorcycle isn’t really an everyday rideit-to-work product. It’s more than that. A Patek Phillippe watch tells the time but not quite as accurately as an atomic clock-synched G-Shock that costs 100 times less.

No, the Patek watch transcends its platonic goal of telling the time. It’s a luxury product, one that’s more about craftsmanship, tradition and an unbroken line of craftsmen who deeply care about their product.

In like manner, the CVO lineup of motorcycles exudes a similar feel of luxury. They’re big and heavy, powerful in a restrained majestic manner and built to an exceedingly high standard.

That sense of tradition? The big CVOs just drip with it. A thought experiment: Put a 20-year-old Rolex Submariner next to a brand new one and try to tell the difference. Likewise, put the Ultra Classic CVO that I tested back in 2008 right next to the 2021 CVO Road Glide off which I just stepped, and if you didn’t know exactly what to look for, you’d be forgiven for not knowing which one was 13 years newer than the other. Progress is great and all – don’t let me stand in its way – but the sense of continuity in the big touring Harleys is extremely reassuring and alluring.

Progress though – adapt or die is the way of evolution and Harley is well aware that its bread is buttered on both sides, given that it must retain its core tradition while also shoehorning in new technology in order to remain relevant. I seem to end up testing one Harley-Davidson bike a season and although the brand’s carefully curated tradition always seems to remain the predominant first impression, I’m regularly surprised and impressed by how much tech they manage to stuff into the current year’s models without ruining that timeless, relaxed, nostalgic aura.

So here we are in 2021 and the new CVO Road Glide – as you might expect – feels more akin to the bikes of the past 15 years than it does a flat-out new model. As I settled into the saddle of the CVO Road Glide, everything was right where I’d left it.

Heavy off the kickstand, the bike felt surprisingly light and nimble once upright and moving at anything past a slow walking pace. Control effort exuded that focus group-tested just right manlyman weight. That smooth, moving-through-honey, somewhat agricultural gear shift lever and a manageable clutch even though it’s overtly obvious that you need big mitts to fit around its chunky lever.

The CVO’s bodywork feels like it was snatched from an early ‘70s Cadillac. Thick and solid, utterly without the sense that there’s anything – God forbid – plastic in there, that’s how the pannier lids feel. Same with the dashboard, which is obviously not just an instrument panel. Rock solid, beautifully appointed, finished without apparent regard to weight or cost. The CVO Road Glide feels like it’s an heirloom product.

Throw a leg over the CVO Road Glide and you can almost see a Harley-Davidson commercial play out in your mind’s eye: a long, dusty, prairie road with wheat growing chest high on

either side. Let’s add a big ol’ grain elevator off in the distance, shall we? I may come across as a bit cheeky here, having some fun at the MoCo’s expense but not so much. The CVO Road Glide is evocative in an almost genetic, Jungian way. Somehow, Harley-Davidson has managed to tap into a deep, high-pressure vein of nostalgia and they’ve done it in such a way as to avoid a single molecule of irony.

But back to the CVO itself – the seating position of the Road Glide is quite low, as befits the slammed lifestyle which, honestly, I’ve never really understood. As such, there’s not much suspension travel, and combined with the forward controls, that means all the weight is on your tailbone. This is fine for a short spell but for any longer than 45 minutes I found myself squirming. Further, significant road irregularities resulted in a spine-whacking hit that made me wince. On several occasions, I felt my L4 vertebra clack right into L3, the two of them rattling like Chiclets. I’d have been much happier with a taller seating position and more suspension travel. That’s me though – I’m fairly certain many potential purchasers would welcome this sort of trial as further proof of their ruggedness.

The CVO Road Glide is built around Harley’s Milwaukee-Eight 117 cubic-inch engine. This eight-valve twin is, according to Harley, their most powerful V-twin engine to date, and it’s an absolute sweetheart. As with their other 45-degree twins, all the power is down low, with the engine hitting a brick wall at around 5,000 rpm. The twin-cam four-valve engines have a bit more up top than the older two-valve motors but if you’re just getting off – oh, I don’t know – a Kawasaki Ninja 1000 SX, it takes a bit to adjust to the low redline. But once you figure it out, it’s an absolute hill of fun playing with all that low-end grunt.

At a claimed 405 kg (891 lb) wet weight, the bike is rather thick through the middle but the motor’s 171 Nm (126 ft-lb) of

InsideMotorcycles.com 31

32 Inside Motorcycles

torque has enough jam to make it jump. The CVO Road Glide feels positively snappy. Not overtly fast, mind you, but the engine is certainly perfectly suited to its mission. At no point did I feel the need for more power and found myself consistently entertained by engine’s ability to make good power without having to rev out.

And that headlight! The CVO Road Glide is armed with two LED headlights, and they are extremely powerful. The cutoff is razorblade-sharp, the colour is just right (not too blue) and it feels like the high beam could combust dry brush.

Of particular note to this audiophile is Harley’s inclusion of a stereo system that’s designed by Rockford Fosgate, the venerable automotive audio manufacturer. I’ve owned Rockford Fosgate amplifiers in the past, and they were serious amps that could handle difficult speaker loads and were truly overbuilt.

For the Harley-Davidson Audio powered by Rockford Fosgate system as installed on the CVO Road Glide, the most notable feature was the oval speakers mounted face-up in the saddlebags. This configuration added even more nostalgia, given that they evoked the old 6x9s from my first car – a Pontiac Sunbird, God help me, with an actual (pre Rockford) Fosgate amplifier.

Up front the speakers are the upper-level Stage II versions, each with separate midrange and tweeter. The amplifier, mounted in the saddlebag, employs class D topology, which provides high power without requiring a large, heavy power supply – perfect for use on a motorcycle.

Harley specifies that each of the amplifier’s four channels delivers 50 watts into four ohms, and 100 watts into two ohms.

This means that the amplifier can handle difficult speaker loads, although it’s somewhat misleading given that the load won’t change as the speakers and amp are a complete system. That said, this specification does give me reassurance that the amp is ruggedly built.

slight prominence which gives electric guitars and female vocals a little boost. Another boost in the lower treble also helps give some additional presence to cymbals.

What does this all mean? Well, the Rockford Fosgate system presents music as a little larger than life and with good reason.

I wear a full-face helmet and that really muffles the hell out of the sound. Further, the system needs that added presence to cut through road and wind noise.

And cut through it does. The CVO’s stereo system sounds best at speeds below 80 km/h. Much above that I found that in order to overcome wind noise, I had to turn the system up so loud that it just didn’t sound enjoyable. Not so much because the system was straining to accommodate the volume but more because this environment is already just so damn noisy that I became irritated in short order. Also, I had to crack the faceshield on my Arai helmet in order to let in enough sound to make the whole thing worthwhile and that got old real quick at highway speeds.

But tooling along country roads at or just below 80 km/h, the CVO’s stereo did an admirable job of pushing out clear, well-modulated sound. I was able to focus on individual instruments which were clearly articulated and utterly free of distortion.

I suppose it’s important to put myself in the position of the typical purchaser of a motorcycle such as this. That rider would most likely be wearing an open-face helmet, possibly of the pudding-basin variety that leaves the ears exposed. In that situation, the CVO’s stereo – heck, any stereo – would have an easier time of it as it would still have to fight the wind noise but the helmet wouldn’t pose an additional barrier.

I’ve spilled a fair bit of ink on the CVO Road Glide’s stereo system because, well, the Road Glide itself hasn’t changed that much from year to year. Oh sure, there’s continual improvements in this line as the calendar flips over but there’s more consistency than change in the Harley lineup. That said, the

Turn up the volume (left), select your song (centre) and enjoy the premium sound of the Rockford Fosgate System (right).

The audio system is controlled by a well-designed, extremely well-equipped infotainment system that can be accessed via the touch screen or by thumb-actuated joysticks on the handlebar control pods.

I spent some time listening to Harley’s Rockford Fosgate system with both the engine and my helmet off, and the system feels like it’s been equalized to boost the bass frequency in order to give the impression there’s more low end than is actually present. Harley’s done a good job with that EQ though. The sound isn’t overtly boomy, and there’s still a good impression of kick drum and acoustic bass. Up through the midrange, there’s a

Harley-Davidson Audio powered by Rockford Fosgate system is noteworthy due to the collaboration between these two venerable brands.

With or without the stereo, the CVO Road Glide is, as I stated earlier, a substantial motorcycle that’s built to an exceptionally high standard and feels like it defines the genre. It’s not cheap, is the CVO Road Glide. I’ve avoided mentioning the actual price, but it’s certainly not out of line in comparison to those heirloom-quality watches I talked about earlier. A fairly big expense, is this bike, but it’s a bike you could easily keep in the family for years to come. And how much really is that worth? IM InsideMotorcycles.com 33

S P E C TA B L E

2021 Harley-Davidson CVO Road Glide PROS:

+Incredible build quality +Loud, clear, high-end stereo

CONS:

- Low seat, short suspension travel - Everyone will hate your loud, clear, high-end stereo

Suggested Retail: $51,895

Torque: 171 Nm (126 ft-lb) @ 3,750 rpm

Seat Height: 680 mm (26.8 in)

Colours: Sunset Orange & Sunset Black Fade, Black Hole, Bronze Armor

Fuel Delivery: Fuel injected

Suspension (front): Conventional fork

Final Drive: Belt

Suspension (rear): Single shock

Engine: 45 degree air-cooled V-twin Displacement: 1,923 cc Bore & Stroke: 104 x 114 mm Compression Ratio: 10.2:1 Power: N/A

34 Inside Motorcycles

Weight: 405 kg (891 lb) wet Starting System: Electric Transmission: Six speed Frame: Tubular steel Wheelbase: 1,625 mm (64 in)

Tire (front): BW 130/60B21 M/C63H Tire (rear): BW 180/55B18 M/C80H Brakes (front): Dual hydraulic disc, ABS Brakes (rear): Single hydraulic disc, ABS Fuel Capacity: 22.7 L

Glide through life at your speed.

The perfect balance of power and grace. The Street Glide® Special is built to lead, not to follow. One ride and you’ll understand why you’ve never passed one on the road.

Experience it for yourself. Contact an H-D® Dealer for more information today.

H-D.com/ca

©2021 H-D or its affiliates. HARLEY-DAVIDSON, HARLEY, H-D, and the Bar and Shield Logo are among the trademarks of H-D U.S.A., LLC.

1978 FIM F750 Mosport with Yvon Duhamel aboard the Kawasaki KR750 triple.

36 Inside Motorcycles

Y

From there, he concentrated on taking his children motovon Duhamel, probably Canada’s best-ever motorcycle crossing, and then moved both sons into successful road racing racer, passed away in Montreal after a lengthy illness. careers. With Miguel racing full time in the US, Duhamel picked Duhamel, who used the number 17 on almost all of his up a ride in the Harley-Davidson 883 spec national series, machines over many years, died on August 17, fitting in nicely earning another generation of fans. He also featured in BMW’s with his birthday, October 17, 1939. A member of almost every successful Battle of the Legends spec series in the US. type of hall of fame associated with motorsport, Duhamel is sur“For years, I pretty much worshiped the guy, I followed everyvived by long-time wife Sophie, as well as his Canadian Motorthing he did,” explains Jim Allen, a top Canadian pro competing in cycle Hall of Fame sons Miguel and Mario, and daughter Gina. the US and Canada during the 1970s, and later Dunlop’s tire guru.

Although Duhamel never officially retired, he hadn’t raced since “Yvon was certainly the benchmark for all of us up-and-comers.” suffering a head injury during VRRA action, falling in turn 3 at Allen was a few years behind Duhamel on the development Canadian Tire Motorsport Park over a decade ago. Duhamel was ladder, with Duhamel pretty much focused on road racing by focused on his real estate holdings in Montreal, and the family’s the time Allen got involved in the sport. Both competed at the long-time suburban home that served as a kind of Duhamel Musingle Canadian Grand Prix Centennial event at Mosport Park seum, including several of his famous 1970s era No. 17 Kawasaki in September 1967. racers on display around the fireplace in the basement.

Suzuki-mounted rookie Allen was in the Club 125 cc category, Duhamel rose to fame in the early 1960s, when racing was not while Duhamel just missed the podium in the world championa financially viable career in North America. He raced every type ship 250 cc round on a customer Yamaha. He placed fourth behind of motorcycle on any kind of track, and in 1962 took the CMA the works bikes of winner Mike Hailwood (Honda 6), Phil Read national No. 1 plate in all major disciplines. Duhamel scored the (Yamaha) and Ralph Bryans (Honda).

White Memorial Trophy, awarded to the racer with the most “It’s funny,” says Allen. “Initially points over all disciplines, five no one really knew him outside of times during the 1960s.

1967 500 cc GP Mosport grid with Duhamel Quebec, even when he was winHow good was Yvon in the in his 1966 Team Champions Team Scrambles ning the 250 International races at dirt? Duhamel took the No. 1 jacket.

Daytona (1968 and 1969). But then plate for motocross in 1965 and he made it into the big time in the 1966, at the same time also domAMA with American Kawasaki. inating in flat track, just before It was a good financial decision to the blossoming road race scene move away from Yamaha, they took Yvon’s full attention. didn’t really have the bike for the His major career move was main class yet.” to leave Canadian Yamaha Stories from the 1970s suggest importer Trev Deeley, the Duhamel was one of the highest team that had taken him to paid racers of the era, even though considerable success especialhe only occasionally rode in Eurly in the US, for a Kawasaki ope. He also raced snowmobiles at ride in 1971. The frightening the top level for Bombardier with Kawasaki two-stroke triple considerable success, although was entering its prime, and winter injuries sometimes hinDuhamel used the famed dered his warm-weather focus. rocket to build an international “Timing is everything in a road racing career. It is fair racer’s career, and I think (Canto say that in the mid-1970s, adian Yamaha distributor Trev) Deeley saw that,” explains Allen, Duhamel was one of the most famous, and popular, motorcycle who also raced for the Canadian Yamaha importer in the early racers in the world.

1970s. “It was the right thing for Yvon to move to Kawasaki, and Duhamel loved the attention of the crowds, and the fans loved he really established himself among a strong roster of racers. him right back. He built his major fame at the spring Match Races “I think Duhamel was better than Gary Nixon as a road in England, and the French endurance classics riding for Kawaracer,” continues Allen, referring to one of the other top Kawasaki’s famed Godier-Genoud squad. He played up his “Super saki racers of the era. “Obviously, Nixon was the better flat Frog” handle, and at one point had a bike shop in Montreal. tracker, but I think Yvon would be better in that discipline too, As well, Duhamel made the most of the “start money” era, if he had the opportunity to stick with it – but Kawasaki was when famous competitors were paid to appear at a variety of focused on road racing. events. He raced dune buggies at the Olympic Stadium and “It’s hard for people to understand today, but back then the NASCAR stockers in the deep south. His final, serious pro racer competition was harder in the US than in Europe – there was a year was 1982, when Castrol paid Lang Hindle to build a second lot of focus on the AMA nationals, racers flying in. And Yvon KZ1000J Superbike for Yvon to use in selected Canadian events.

InsideMotorcycles.com 37

Aboard the Kawasaki works KR750 triple on Mosport turn 3 in 1977.

1976 Victoria Day Sprints at Mosport with Jim Allen on Ernie White’s Egli-Yamaha TZ750 leading the factory Kawasaki KR750 triple of Yvon Duhamel.

In between sessions at the 1977 Mosport FIM Formula 750.

Duhamel and Labrosse at 1982 SMP test.

Duhamel family at AMA Sears Point, CA in 1994.

38 Inside Motorcycles

1997 Battle of the Legends: Reg Pridmore (No. 163), Gary Nixon (No. 9), Dave Aladana (No. 13) and Yvon Duhamel (No. 17).

had his own credentials measured up internationally – Formula 750, a few GPs.” Amazingly, as well as riding in the big money US events of the Japanese bike-boom era, Duhamel raced in selected world championship sprint events, world-level endurance for the Kawasaki France team and sometimes Canadian national events, too.

“There were a couple of years, maybe 1973 through 1975, when we raced each other a fair amount in Canada in various classes,” reflects Allen. “I remember a 350 Production race at Sanair International in Quebec, and on the first lap, we were braking for the oval portion, and I heard a skidding noise behind me, and he hit me from behind.

“We both went off, no one crashed, and I went on to win the race for Yamaha on the RD350. The I got DQ’d for cutting the track, not turning around, and facing traffic to continue.

“Duhamel was riding for Kawasaki on their triple, not really as good as my Yamaha at the time, and he went ballistic when he found out I was penalized. He said it wasn’t fair, it wasn’t right, it was his mistake, not mine.”

On the flip side, Allen happily confirms Duhamel’s legendary reputation as a very hard man.

“He wouldn’t give you half an inch, he raced you really hard.

I was lucky to beat him a few times, but it certainly wasn’t easy – and I usually had the better bikes. Still, it was really satisfying to beat him, he was so good on any class of bike.”

Duhamel’s battles with factory Yamaha racer Kenny Roberts Sr. were legendary, and Allen remembers that “If you could beat Yvon it really did something for your stature, and Roberts

certainly knew that. They both had an abundance of talent, and they both liked to talk.

“Duhamel really had a ferocious attitude, so you knew it was going to be tough to race him for position. He wasn’t a guy to back down or settle for second. There was lots of emotion in him, and you saw that with his son Miguel.”

Duhamel was small in stature, helpful in smaller bikes but maybe a liability on the ill-handling bigger machines of the 1970s. However, Allen doesn’t think that was as significant an issue as some suggest.

“I don’t think it really made much of a difference,” reflects Allen.

“He couldn’t really hang off, but then not many people had that style back then. He was certainly fit and very strong, and he was a special guy in every way – he was not afraid to lean a bike over!”

As with many people who knew Duhamel at the peak of his form in the 1970s, Allen remembers the star as “A really funny guy. He loved to tease people, and if you gave it back to him, he loved it even more. You could certainly say he was mischievous.

“I remember him bringing some scrapbooks to Mid-Ohio, and he showed them to me, including the first volume, full of all of his speeding tickets and all of the stories to go with them! He also had pictures of the two of us racing together, all with him in front.

“So, at the next race I brought my scrapbooks, and I showed him a photo of him crashing with me in the shot, a race I won, and Yvon claimed I caused him to crash! There was always a story. I really wondered what life was like for his wife Sophie, his ‘straight man’ for 60 years.

“He was a special racer, and by all accounts a good human being.” IM

InsideMotorcycles.com 39

THE DIRT Dawn McClintock

All the world’s a stage

I

Jacob Piccolo (MX2) and journeyman Tyler Medaglia (Open) who has just come off a very successful stint representing Team Canada in Italy for the ISDE. Long-time and former Team Canada manager, Carl Bastedo will be stepping back into the driver’s seat to resume his role as team manager.

Key players at MXoN, Team USA will be absent from this year’s event in Matova, Italy with everything up in the air because of international travel restrictions for US citizens and COVID issues. The decision was a no-brainer for the AMA to not send a team this year from the US. It will certainly be a different vibe without the Americans there, but competition will be just as fierce without them.

I look back on the “des Nations” (as it was formerly called “Motocross des Nations”) with so many great memories, sending some of Canada’s best motocross racers competing on an international stage. Our best finish was in 2004 in Lierop, Netherlands with an eighth place finish when our team consisted of Jean-Sebastien Roy, Blair Morgan and Dusty Klatt.

Perhaps my fondest memory was in England, 2006 at the famed Matterley Basin track near Winchester. No other motocross event will ever top this one in my books.

Team Canada consisted of “Captain Canada” Blair Morgan, who always proved to bring his A-game to every MXoN regardless of what limits were thrown at him.

We had top Quebec pro Marco Dube and very young and firsttime MXoN competitor Colton Facciotti to round out the threeman squad.

Team Canada made it into the A final with plenty of Captain Canada Blair Morgan at the 2006 MXoN in England. bumps in the road,

f you have ever had the privilege of attending a pro motocross event outside of North America, there is none that can compare to the Motocross of Nations.

Whenever September/October rolls around I always get a good case of wanderlust to venture somewhere far from home that involves gathering of masses who all share the same passion… motocross. You can stand next to someone who doesn’t speak or understand your language but you can smile and give a big thumbs up when you both see a rider pull the biggest whip off of a jump, or grin quietly at each other when you watch that one dirty rider get pushed off the side of the track. There’s just something about this event that brings people together on a scale you have a hard time understanding unless you were there.

This year it seems that the FIM have made the big decision to reboot the MXoN after COVID put a complete halt to things last year. I am honestly quite surprised that it is really going to happen given the number of people that typically attend this event.

Well, here we are back on track to compete in Italy again in less than two weeks with a solid team pick for Team Canada this year: Dylan Wright (MXGP) just coming off a bad crash at the final Canadian Triple Crown Supercross round, BC’s fast young gun

PHOTO BY DAWN MCCLINTOCK 40 Inside Motorcycles

poor qualifying times, suspension issues, clutch problems and finally a flat tire. Blair Morgan did as Blair Morgan does, rising to the challenge and pulling off a 14th-place finish in his second moto to give Team Canada an 18th-place overall that weekend. It always seems to be a touch-and-go situation that for the most part has worked for Team Canada. Fortunately, that year it worked out.

The atmosphere surrounding this event was like none other. Capacity crowd filled the grounds and sometimes made navigating certain parts of the paddock a bit challenging. Certainly, the bathroom facilities were unable to keep up with the demand if you catch my drift.

The topper for the race weekend was that the “Euro G.O.A.T.” was in the house. That’s Team Belgium’s Stephan Everts who was claiming this particular event as his retirement race. He was the equivalent to what North Americans knew as “The G.O.A.T.” that was Ricky Carmichael and few this side of the pond really knew just how big the name Everts was. For the fans in Europe and the UK, this was something they had to be present for to witness in person. The Americans ended up winning the Chamberlain Cup that day, but all eyes were focused on Stephan Everts when he took the win in the final moto, beating Team USA’s James Stewart straight up. The crowd went absolutely wild as Everts made his way to the podium following his victory. So did tens of thousands of people wanting to get up close and personal at the podium. As someone out on the infield with my camera, I clearly remembered news stories of people getting trampled at British football matches, and I feared a similar fate for myself at that moment so I quickly hopped up on a big mound of hay bales as a sea of people flooded past me. I will forever remember that skip of a heartbeat and the mad scramble to find safety on higher ground. It makes one wonder if we will ever have such a spectacle again. IM

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GUEST COLUMNIST

BY TODD VALLEE

First bike

T

he past year or so I have found myself reflecting on my first bike. It wasn’t my dream bike by any means but it did have two wheels and an engine. Most importantly I guess is that first bike has sent me down a wonderful path of two wheeled adventure for the last 42 years and counting.

In 1979 my best buddy Mike and I were both crushing hard on the Suzuki RM80. I’m not sure why it was the RM80 that we both wanted so badly but perhaps it was because Motocross Action magazine happened to be splashed with photos of Mark Barnett at the time. At that point I started collecting money in two envelopes I had stuffed in my drawer. One was supposed to be for the bike while the other envelope would pay for gear. My weekly allowance went into the envelopes. Money from my grandma, into the envelopes. Remember when your mom baked you birthday cakes with coins in them? Yep, I had quarters from those in the envelopes as well. It was taking forever to save the money I figured I would need and I’m not going to lie: I counted the money in those envelopes every single day. Sometimes I counted more than once hoping it had magically multiplied since the last time I had looked.

The Suzuki RM80 seemed years away when one day something caught my eye in the newspaper. Yes, I said newspaper. There was no Kijiji or Facebook Marketplace in 1979. There was a bike listed for sale in the paper for $210 which was only $10 more than I had stuffed into my envelopes. While the 1971 Suzuki TS125 was a far cry from the RM80, I instantly lowered my standards when I saw the price. With a bunch of promises of extra yard work, I convinced my dad to lend me the last $10 and we were off so we could look at it.

When we showed up the bike was in the driveway and man was it ugly! All this time dreaming of an RM80 and now I was staring at this bike that was actually legal to ride on the street but seemed a long way off from clearing the double jumps that I had imagined launching my RM80 off of.

The monstrosity had a headlight, signal lights, these godawful chrome fenders and even a little luggage rack at the back.

It became apparent early on that my dad really didn’t care if I bought the bike or not so he basically stood back and let me look it over. As an 11-year-old I didn’t know much about dickering at that point so before you knew it I had handed over my $210 and

The 1971 Suzuki TS125. Everybody has to start somewhere.

42 Inside Motorcycles

the gentleman selling it had walked back into the house. As we didn’t have a truck or trailer with us I was on my own to get the bike home. I remember watching my dad drive away as I started pushing the bike in what would turn out to be an hour and a half journey back home. Although the bike was far from pretty, I did feel pretty damn cool on that walk home.

When I arrived home, I figured the first order of business was to remove the lights, luggage rack and the front fender that sat about half an inch above the tire. Not real handy with tools at this point in my life, most of the stripping of the bike was completed with pliers and a large hammer. Somehow the bike seemed uglier, and a little battered, but it was mine. I stole some old lawnmower gas (sorry dad), found an old snowmobile helmet and I was off to the trails which were not that far from my house.

After a bit of a struggle I got the bike fired up and at that point I don’t think you could have kicked the grin off my face. Despite trying to come to terms with a clutch and gears for the first time, that first ride was magical. All I wanted to do at that point was ride and each time out I seemed to get a bit better. Man did it suck when I didn’t have any money for gas.

I had that bike for about two years and to be honest I’m not sure how it kept running between the crashes, lack of any maintenance and basically using whatever oil I could find laying around the garage.

In the past year I have spoken to three people who had just recently bought back the very first motorcycle they had ever owned. I’m not even sure I would want mine back if I could find it but I am sure thankful for the memories it provided.

I never did get that gear I had imagined wearing because I had spent the gear money on the bike, so for years it was just jeans and a T-shirt. Oh yeah, and of course right after I got my bike Mike’s parents bought him a brand-new RM80. I never liked that kid much anyway. IM

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ROAD RACE REALITY COLIN FRASER

Rossi wraps it up

I

seven premier class titles, with 89 premier class wins among his 115 world championship class successes.

Rossi’s career spans the change from two-strokes to four-strokes on the world championship trail, but more importantly, into the era of social media and truly global sporting fame. People often speak of an athlete’s “brand,” but for Rossi this approach was crucial – he built his flamboyant personality into several racing-related businesses.

Rossi climbed the traditional racing ladder in an era when Spain, through MotoGP and later World Superbike owner Dorna, was taking control of world motorcycle sport. Rossi countered the impressive influx of young Spanish racers with a development system of his own, focused on Italian competitors.

Among his many training partners from his VR46 Academy, Franco Morbidelli and Pecco Bagnaia are already established in the premier class, and Rossi’s half-brother Luca Marini is well on his way. While Rossi helps these young guns in all kinds of ways, the focus is on his Kenny Roberts-styled ranch and dirt tracks near his hometown of Tavullia, close to the Misano circuit, on the Adriatic coast.

So far 26-year-old Morbidelli is Rossi’s star pupil: first apprentice to take a championship (Moto2 in 2017), graduating to MotoGP in 2018 (Rookie of the Year) and soon earning his first MotoGP victory (San Marino 2020). Morbidelli’s father raced with Rossi’s dad in GP, and Luca is a veteran of the newly established Spanish ladder system (Polini minimotos, Metrakit 80s and Pre-GP 125).

But Morbidelli’s family ran out of money, and Morbidelli earned the Euro 600 Superstock title in 2013 on a “street bike” Kawasaki just before he joined up with Rossi. While Rossi’s decision to assist Morbidelli was probably an Valentino Rossi will sign off on his MotoGP career at the emotional one, it led to the formal end of the 2021 season. PHOTO COURTESY OF YAMAHA RACING development, in 2013, of the Academy

n mid-August, the much-anticipated announcement came through: 43-yearold Valentino Rossi will retire from active Grand Prix action at the end of this season.

A last-minute press conference during the Styrian MotoGP round at the Red Bull Ring in Austria confirmed the details of “the Doctor’s” pending retirement.

“I have done this thing for more or less 30 years,” explained one of the most imitated public speakers in sports. “It is a very sad moment because I won’t race next year with a motorcycle. Next year my life will change.

It was great, I enjoy it a lot and it was really fun. I had unforgettable moments.”

Of course, this being Rossi, he soon topped his retirement announcement with news that would at least somewhat console his legion of older fans. On August 19, Rossi confirmed that he and his partner, Francesca Sofia Novello, are expecting a baby girl.

The announcement, with Rossi posing for pictures dressed as a doctor with Franci, immediately pulled in two million likes on Instagram. Novello is a 26-year-old model and influencer.

So, Rossi’s amazing, 26 season career on the world championship trail ends with nine world championship titles. Rossi came up through the long-gone Euro championships and made his GP debut in the also defunct 125 cc category in 1996. In total, Rossi won

44 Inside Motorcycles

system.

This development program is funded by Rossi’s “merch” business, clearing around $50 million a year, also based in Tavullia.

The racers pay a ten percent commission on future earnings, altogether a reasonable deal to connect with Rossi both professionally and privately.

Next year, Rossi will start his own Aramco-backed VR46 Team in MotoGP, with Ducati equipment – not the expected Yamaha branding, that brand the current home for Morbidelli and Rossi.

Rossi’s last podium in the top league was a third at Jerez last year, and his current form for satellite Petronas SRT suggests that result might be his best/last. His most recent win was the Dutch TT in 2017. Currently, Rossi has earned 199 podiums in the top class (500 GP and MotoGP), and maybe a surprise or wet event late in the season could push him to the magic 200.

The current, remarkable ability of the up-and-coming young racers to adapt to new situations and tech quickly might be the biggest challenge that Rossi was not able to meet.

“I decided to retire in the summer break,” continued Rossi. “At the beginning of this season, I wanted to continue, but I said I needed to understand if I’m fast enough.

Unfortunately, during the season my results were less than what we expect, so race by race, you know, I start to think: What’s next?

“I already said that I love to race with the cars, just a little bit less than with a motorcycle. So I think that I will race with the cars from next year.”

Rossi has been the heart and soul of bike racing for two decades, and his legion of fans will have some interesting choices to make in terms of new cheering sections: Will they stay with MotoGP and the younger generation, or maybe switch to Endurance auto competition? We understand there is likely to be an older rookie named Rossi attracting attention at Le Mans during the 24 Hours. IM

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BACKGROUND

InsideMotorcycles.com 45

Canada at the ISDE

By Mark Dzikowski The 2021 International Six Days of Enduro in the Italian countryside is in the record books. It will also live in the Canadian record books as the best performance by a Canadian Men’s Trophy team in the history of the event with a seventh-overall finish.

What looked like a top shelf team on paper before the event that we talked about in the last issue, it translated into this amazing performance.

Right off the bat, Team Canada was off to a fantastic start on day 1 with fresh tracks on the special tests and the team finishing the day in sixth place. Everyone rode well and clicked on all cylinders with stand-out performances by Tyler Medaglia and Kade Walker who placed 19th and 21st overall respectively!

The second day was run on the same tracks and tests as the first day and as always, the conditions on the special tests became atrocious.

(Team Canada from left to right) Tyler Medaglia, Kade Walker, Philippe Chaine and Jared Stock.

Philippe Chaine, who came into the event following a serious facial injury, suffered another setback on day 2 with what was thought to be a sprained ankle. Kade Walker also had a bad crash and rang his bell pretty good and was unsure if he would be able to continue. Both Walker and Chaine persevered for the rest of the special tests and finished the day to score times for the team. Team Manager Lee Fryberger recalls, “Philippe came back home to Canada and saw a doctor that informed him that his leg was in fact broken and he rode for the last four days of the event with a broken tib.” That is hardcore grit right there! Medaglia was steady as the prior day with a ninth place in the highly competitive E2 class and 18th overall on the day. Jared Stock didn’t have any major crashes but struggled with the special tests, mainly related to the deteriorating track conditions that wreaked havoc on suspension setup and settings. We have to remember that at that level, racers are always looking to improve their times by seconds and even fractions of a second. It’s not a real “struggle” per se but the struggle for perfection.

On the third day of the event, hump day, the racers once again had to ride on the same special tests from the last two days, which I can’t imagine as the video footage from day 2 was just horrendous. “Most special tests were run on farmers’ fields and once the deep dry and dusty topsoil got worn off, the underlying clay turned into a cobblestone-type surface which made for some extremely rough track conditions,” explained Fryberger. Medaglia was steady as a mountain goat with another solid performance in 15th place on the day in the E2. Stock continued to refine his suspension settings throughout the day while dealing with the destroyed special tests on his monster KTM 500 EXC. Team Canada sat in eighth place after day 3.

Days 4 and 5 finally brought some respite from the beat-up course of the past three days and an all new loop in the Lombardia region awaited all the racers. On day 5 Medaglia got his best day finish of the event with a seventh in E2 and 12th overall while Walker got his mojo back and scored a fantastic 13th in E1 and 27th overall on the day. Team Canada advanced a spot to seventh, after two retirements on Team France relegated the past multi-time ISDE champs near the bottom of the scoring sheet.

On day 6, the motocross test took place at the Valle Scrivia track. This final test of the event doesn’t usually yield any big advancements in overall standings but is for sure the most exciting to watch and participate in. With Tyler Medaglia being our fastest moto guy, the Canadian fans’ eyes were on the E2 category where Medaglia was competing. After a great battle with the eventual overall winner, Spaniard Josep Garcia, Tdags as he’s affectionately called finished third which was good enough for third overall on the day. Amazing. Stock had a fantastic start in E3 and grabbed a holeshot in the class and finished 10th. Not a bad way to put Canada on the ISDE map.

The grit and the amazing performance by our Men’s Trophy team earned them the Watling Trophy on the podium which signifies the most noticeable performance by a team as recognized by Race Direction. Congrats gentlemen, you made us all proud. IM

46 Inside Motorcycles

Dumas Makes CSBK History

Following Alex Dumas’ announcement of his intention to race in the 2021 CSBK Pro Superbike Championship, road racing fans commenced with speculation on how the former MotoAmerica Junior Cup and Twins Cup Champion would fare against Canadian top guns Jordan Szoke and Ben Young on tracks that he had limited, if any, experience on.

The 19-year-old from Quebec City wasted no time answering the call, taking victory in both races of the season opening round at Calabogie Motorsports Park in early July.

Three podium finishes at the mid-season Canadian Tire Motorsport Park tripleheader round left Dumas on the edge of making history as the series moved back to Calabogie for a season ending doubleheader on September 17 and 18.

2021 CSBK Superbike Champion Alex Dumas. PHOTO BY ROB O’BRIEN After securing pole position in qualifying, Dumas would go on to win the first race of the final round, effectively securing the Pro Superbike Championship and becoming the youngest racer in CSBK history to do so. Dumas, who also took the checkered flag in the final race of the season, is the first rookie to ever win the title.

Complete results of the 2021 CSBK season can be found online at www.csbk.ca. IM

Record Setting Performances at Super Series Finale

The Super Series wrapped up its 2021 schedule in dramatic with five track records being set during the final round held on September 18 and 19 on the Pro track layout at Shannonville Motorsport Park.

Kicking off the record-setting weekend, Jordan Decarie set a new Novice class record of 1:09.880 around the 2.5-kilometre circuit on Saturday. Not to be outdone, Istvan Hidvegi reset the record in Lightweight Production with a time of 1:14.728 while Elie Daccache established a new quickest benchmark of 1:04.826 in the Sprint Cup. Of course, records are made to be broken and Sunday saw Jordan Decarie reset his own record from less than 24 hours ago, this time almost a full second faster with a time of 1:09.036. Lightweight Production also saw a new record set for the second time in as many days with Ryan Vanderputten recording a time of 1:14.704. Vanderputten also picked up the Lightweight Production 2021 championship.

Other 2021 champions include: Tyron Tavares (Novice), Drew Weber (AM Sportbike and Heavyweight Sportsman), Elie Daccache (Sprint Cup and Pro Superbike), Chris Fehr (Lightweight Sportsman), David Buckland (Lightweight Superbike), Mike Raniowski (Pro Sportbike), Martin Perrault (AM Superbike) and Michael Vinten and Celeste Atkinson (Sidecar).

For more information visit www.super-series.ca. IM

Hart Wins 2021 Corduroy

Trystan Hart continued a dream season that includes a seventh-place finish in the Red Bull Romaniacs, 2021 American Hard Enduro Championship and winning the Red Bull Outliers with an impressive victory at the 2021 Promation Corduroy Enduro.

Billed as “Canada’s toughest race,” the 2021 running of the Corduroy marked the 67th time that the race has been held. Hart, who finished as the runner-up in 2019, arrived in Ontario with the goal of bringing the Corduroy title back to Canada following American Evan Smith’s win in 2019 (the Corduroy Enduro was not held in 2020).

Leaving no doubt as to his intentions, Hart claimed three of the six tests on day 1 and four of seven on day 2, accumulating a 10-minute margin over the nearest competitor to take the win in the Pro class.

While Hart’s latest victory is a major milestone in his career, there was Trystan Hart added the title of Corduroy Enduro Champion to his ever-growing CV. PHOTO COURTESY OF KTM CANADA little time for celebrating as he returned stateside to rejoin the 2021 AMA Endurocross Championship.

Hart’s fellow KTM racer Shelby Turner picked up her second Corduroy title with top honours in the Women’s Pro class. Turner was undefeated in each test, finishing with a 15-minute margin over the second-place finisher.

Visit www.corduroyenduro.ca for complete results of the 2021 Promation Corduroy Enduro. IM InsideMotorcycles.com 47

Passion, Perseverance and Performance

Vintage Road Racing Association wraps up 2021 Fans of vintage motorcycles and hard-fought road racing battles need look no further that the Vintage Road Racing Association to have their quest for the unique combination of nostalgia and speed fulfilled. For more than four decades the Vintage Road Racing Association has been the home of vintage and classic motorcycle competition in Canada. Featuring a multitude of classes for motorcycles manufactured as early as the 1940s, for a motorcycle enthusiast, a walk through the paddock at a VRRA event is like a trip to the candy store.

While the friendships and camaraderie abound between races, out on the track VRRA racers are serious about winning and the racing action is exciting and entertaining.

While racing action in 2020 and 2021 was limited by ever evolving provincial restrictions, thanks to the efforts of its dedicated executive, volunteers and members, the VRRA has persevered and continued to provide a venue for vintage motorcycle racing.

Following invitational events held in conjunction with CSBK and the Super Series, the VRRA ushered in August with the Vintage Festival at Canadian Tire Motorsport Park and wrapped up the 2021 season with their Grand Prix event held at Shannonville Motorsport Park on September 3 and 4. While the overall schedule was shortened compared to prior years, grid numbers reflected the passion for the sport and the VRRA. Inside Motorcycles wishes to congratulate the racers who prevailed in their classes in 2021 and looks forward to seeing all of the VRRA competitors when racing resumes in 2022. In the meantime, we hope you enjoy this photo feature highlighting some of the 2021 champions.

For complete results and more information on the Vintage Road Racing Association, visit www.vrra.ca. IM

2021 Champions

Grand Prix Light: Angela Hiba, Brampton, ON Grand Prix Middle: Dean De St Croix, Paris, ON Modern Middleweight: Grant Nesbitt, Saint-Lazare, QC P1-200: Colin Fearn, Grafton, ON P1-250: Stan Nicholson, Kinburn, ON P1-350: Tim Voyer, Corbeil, ON P1-500: Ian McQueen, London, ON P1-Open: Doug Forbes, Whitby, ON P2-Heavyweight: Tim Voyer, Corbeil, ON P2-Lightweight: Jason Porter, Frankford, ON P2-Middleweight Production: Rick Edwarrds, Barrie, ON P3-Super Heavy: Mike MacNeil, Whitby, ON P3 Superbike Light: Rick Edwards, Barrie, ON P3 Superbike Middle: Todd Ruston, Kitchener, ON P4 Vintage Challenge: Colin Duncan, Brighton, ON P4-F1 Heavy: Colin Duncan, Brighton, ON P4-F2 Middle: Kirby Crosby, Norwood, ON P4-F3 Light: Jody Pearce, North Bay, ON P5-F1: Jean-Marc Bilger, Laval, QC P5-F2: Darrell Cooney, Guelph, ON Pre 50: Chris Ness, Barrie, ON Pre 65-350: David Lloyd, Grand Bend, ON Pre 65-500: David King, York, ON Sidecars-P2: Michael Vinten, Russell, ON Sidecars-P3: Rik Burton, Dorchester, ON SRA Sidecars: Russ Miller, Strathroy, ON Vintage GP Middle (Westex Coatings): Neal Howes, Ottawa, ON Vintage Open: Jean-Marc Bilger, Laval, QC 48 Inside Motorcycles

(Opposite page, top to bottom) Grand Prix Light champion Angela Hiba and Colin Duncan, who won the P4-F1 Heavy and P4 Vintage Challenge titles.

(Clockwise from top left) VRRA 2021 Class Champions: Darrell Cooney (P5-F2), David Lloyd (Pre 65-350), Dean De St Croix (Grand Prix MIddle), Michael Vinten (Sidecar P2), Tim Voyer (P1-350 and P2 Heavyweight), Todd Ruston (Superbike Middle), Rik Burton (Sidecar P3) and Jean-Marc Bilger (Vintage Open and P5-F1).

PHOTOS BY TIM MCGILL AND RICHARD COBURN InsideMotorcycles.com 49

INSIDE TECH

By John Sharrard

MotoGP tech trickles down to the street It has always been interesting to watch the development of technology in literally any industry. As we watch ideas take shape, we ask ourselves the famous chicken-or-the-egg question, wondering if minds came together to cleverly solve an ongoing problem, or, did a bright idea emerge first and then look for a place to take root and grow? As we turn to motorcycling, as we tend to do in this magazine, we look back in the early days of MotoGP, or 500 GP as it was known back then, and we notice the manufacturers were definitely trying their hardest to make their bikes faster and more powerful. On the other side of the paddock, the tire companies struggled with providing tires that would last the duration of a race at the incredible and always climbing power level of the premier class of bikes. So, faced with tires that were at their grip limit for the current engines, the brightest motorcycle engineers shifted focus from peak power to improving tire grip. Long before electronic traction control was taming the throttle and making racing safer, two-stroke exhaust power valves emerged to widen the spread of engine torque, taking much of the ‘hit’ away from the powerful 500s to the benefit of both the rider and the rear tire. Near the end of the 500 cc two-cycle days, emerged the Big Bang engines that started to alter the firing order of the four-cylinder engine’s power pulses, which gave the tire valuable time to ‘catch up’ 50 Inside Motorcycles

and regain grip between piston strokes. This advancement actually cost peak power, but made the bikes far easier to ride, improving tire grip, lap times and most importantly rider safety.

Shortly thereafter, Yamaha and Honda approached the FIM to discuss moving the premier class to a four-stroke platform.

If that occurred, it could allow them to develop technology for their customer’s four-stroke street bikes, which would help them recoup and easier justify the massive investment spent racing at that level. As global emission incentives and requirements started to demand more from motorcycles, why waste billions continuing to develop their two-stroke engine programs? Going four-stroke would help the big manufacturers both invent and then nurture ideas that had a real world benefit in terms of power and economy. Economy, you may chuckle?

How does racing encourage economy? Well, every two to three years the FIM governing body reduced the amount of fuel the bikes could carry, yet kept the race distance the same, which made the OEM players have to become very, very smart with their engine’s efficiency and fuel management strategies. As computing power in the ECUs improved, things like traction control became easier to implement and manage. It became simple to put a wheel speed sensor on the front and rear brake rotor to monitor rotation, then when the rear tire started to

spin quicker than the front, the computer just killed one or two spark plugs, reducing power by 25 to 50 percent. Did that waste gas? You bet it did, because the early systems didn’t tell the carburetors or later the fuel injectors to stop pumping gas into that dormant combustion chamber. So yes, fuel was wasted, not to mention the stress on the engine and rider when that spark plug resumed working and ignited a bunch of extra fuel in the exhaust pipe with a loud bang. As ECUs gained capacity the engineers were able to cut individual fuel injectors and later adjusted the electronic throttle plate angles to more efficiently manage wheel spin, which significantly saved fuel – couldn’t do that with a carburetor.

Modern GP bikes from all the manufacturers currently playing – Yamaha, Ducati, Suzuki, Honda, Aprilia and KTM – all seem to be able to make power nearing 300 horsepower at the rear wheel, which is enough to be able to spin the tire at will at almost any point on the circuit. So, power is no longer a limiting factor. The current tires are also amazing, allowing riders to drag their elbows at insane lean angles and last the whole event with lap times staying within a few tenths the whole race. So tires, other than proper selection for the day, are no longer a limiting factor. So, the engineers ask themselves: If we all have enough power and grip, what is left? How do we go faster? At this point, meetings were held, race footage was examined and many a head was scratched. In competition, any weakness your bike has becomes painfully and blatantly obvious, so it was not hard to identify three common areas for improvement. The three zones, we can call them, to focus on for the win (remember ignoring power and grip), seemed to be during braking, top speed and the all-important start. Let’s quickly look at these three and see if we can find any common answers.

Traditional braking limitations are typically the weight/ length/setup of the bike, the rider’s amount of both courage and physical stamina, and the power of the braking system. The ultimate power of the brakes comes from rotor diameter, which is somewhat limited by wheel size, then caliper and pad selection, but most teams are using the same Brembo componentry, and rotor material, with most teams using a carbon-carbon system or close variant for its weight advantage and stopping power.

So the braking playing field is pretty darn level right now. This year’s MotoGP race at the Aragon circuit in Spain had a spectacular last three laps between Francesco Bagnaia on the factory Ducati and Marc Marquez on the factory Honda. Although Marc pulled seven or eight heroic passes on the brakes, since both riders were riding at the absolute levels of grip, none of the passes was ultimately successful as the line change required to make the pass, with the grip available, allowed Francesco to just turn under Marc and pass him right back, every time.

It was a stunning display of two very equal riders riding very equal bikes at the absolute limit of tire grip. If you haven’t had a chance yet, check it out. So, with Aragon in our minds, we can see that two of the top players in MotoGP seemed to have reached parity in the braking zone.

Top speed, our next area of focus, is a rather simple diagnosis. More power is the no-brainer here, where the manufacturer with the most power should be able to record the highest top speed. But what else limits a bike’s top speed capability on a

(Opposite page) Continued advancements in design and technology have allowed racers like Ducati’s Pecco Bagnaia (No. 63) to take performance in each of the three zones to new levels. (Above) The use of MotoGP derived technology goes beyond flagship models as evidenced by the Ducati Monster which includes a variety of rider aids including lean-sensitive traction control and ABS as well as launch control. Seen here with Peco Bagnaia.

PHOTOS COURTESY OF DUCATI MEDIA HOUSE

fixed length straightaway? Well, top speed is limited by: rolling resistance from the front tire; acceleration, which is limited by grip; weight and bike setup; horsepower; and lastly, of course, aerodynamics. Remember when it comes to ‘aero,’ a 5 kg bullet is going to pass a 5 kg piano every time.

The last huge area where a bike can give a rider an advantage is during the start, or launch, as we humorously call it in the paddock. A bunch of 300 horsepower bikes with similar grip and gearing, with riders of similar abilities, are going to generate some excitement going into corner one. A massive advantage can be realized by leading the first lap vs. being caught up with slower riders back in 15th position.

Now that we have identified these three zones, next month we can look at them in far more detail to see how current technology is helping these riders realize any advantage they can. Until then, do your homework and check out some of the current MotoGP races and watch the zones carefully!

Anyway, for what it’s worth, that’s my two cents for this month! So, ride respectably in traffic, carefully in the woods and we may see you out on the trails! IM InsideMotorcycles.com 51

The Rally in the Rockies highlights Alberta’s world-class scenery and riding.

Calgary Harley-Davidson General Manager Eric Sum (seated) checking out a custom bike during the Show & Shine.

Riders lining up for one of the daily charity rides and poker runs.

L

ocations like Sturgis, Daytona Beach and Hollister California have long been fixtures in the annual vacation plans of motorcyclists throughout North America and beyond.

Now, thanks to the dedicated team at Calgary Harley-Davidson, the Alberta Rocky Mountains are well on their way to becoming the newest addition to this bucket list of must-attend motorcycle rally destinations.

The catalyst for this newfound profile can be traced back to the decision of Calgary Harley-Davidson General Manager Eric Sum to relocate from Ontario to Alberta. A lifelong motorcycle enthusiast, who had travelled throughout eastern Canada and the USA taking in major motorcycle rallies and events, Sum was immediately taken by the world-class scenery and unparalleled riding offered by the Rocky Mountains. He quickly came to the realization that this would be the perfect location for a rally. The team at the dealership jumped on board and The Rally in the Rockies was born and held for the first time in the summer of 2020.

52 Inside Motorcycles

While Hwy 40 through Kananaskis is a popular route, The Rally in the Rockies introduced participants to other roads such as Hwy 1A.

Opening ceremonies of The Rally in the Rockies included a bagpiper.

Final day Show & Shine.

Despite being run in the midst of a global pandemic in 2020, Sum and his team optimistically met the challenge of keeping participants safe without sacrificing the riding and camaraderie that makes for a successful rally. With the inaugural event in the books attention immediately turned to preparing for the 2021 rally.

Running from August 13 to 21, The Rally in the Rockies marked its second anniversary in 2021 with nine days of charity rides, vendor displays, drag racing, music, tug-of-war contests and other events including a day dedicated to man’s best friend. Being hosted right here in Calgary it was a perfect opportunity for me to clear my calendar and experience some of the sights and sounds of the rally.

Kicking off on a sunny Friday the 13th, following the opening ceremonies that included welcoming speeches, a special edition of CHDtv Breaking News (check out these entertaining segments on the Calgary Harley-Davidson YouTube channel) and even a bagpiper, it was time to ride.

Throughout the rally, various charities hosted poker runs and

rides offering rally participants the chance to raise money for worthy causes while taking in the riding that only the province of Alberta has to offer. Kicking off the 2021 rally was the ECL Choppers ride in support of the Alberta Children’s Hospital and respite care at the Rotary Flames House. Thanks to a police escort, the riders made it easily through weekday city traffic and out onto the highway. Other charities participating in the 2021 rally included Bikers are Buddies, Ride for Dad and One Broken Biker, each of which raised money and awareness for their respective causes.

I was able to join in the Bikers are Buddies poker run later in the week and the ride across the Highwood Pass on Hwy 40, where an unseasonal snowfall the day before elevated the backdrop to a new level of spectacular. Decked out in adventure gear and riding the new Harley-Davidson Pan America definitely had me feeling like I was in a real life ‘One of These Things is Different from the Others’ Sesame Street skit amongst a sea of air-cooled V-twin cruisers, but no one was fussed and everyone InsideMotorcycles.com 53

(Main): Calgary Harley-Davidson served as the hub for The Rally in the Rockies.

(Bottom left): Calgary Police Service took the win in the tug-of-war competition.

(Bottom right): Burnout action at the Bikes and Bulls drag racing event.

went out of their way to make me feel included and welcome.

While riding is the focus of The Rally in the Rockies, there was no shortage of other activities to take in. With the Calgary Harley-Davidson dealership acting as a hub for the rally, each day featured food trucks, entertainment and the opportunity to visit with the vendors and organizations on display. At the end of the day when riding was over, the on-site beer garden featured DJs and live bands along with a selection of exclusively branded The Rally in the Rockies beverages from Calgary’s award-winning Common Crown Brewing Co. craft brewery.

Coinciding on the calendar with the annual Airdrie Oilmens Bikes and Bulls event opened the door to add drag racing to the list of events for this year’s rally and on Sunday morning a group of racers – some experienced and some new to racing – lined up at the starting line on the converted local airport runway. Not surprisingly, Eric Sum’s experience from years spent at the dragstrip served him well aboard the all-electric Harley-Davidson LiveWire, setting up rivalries that will ensure drag racing remains on the schedule of events for years to come.

Competition for 2021 also included a tug-of-war contest held to celebrate and recognize first responders and the role they played throughout the COVID-19 pandemic, with the Calgary Police Service prevailing over teams that included the British Army, Calgary Harley-Davidson and others. Once again, the resulting rivalries will have participants looking forward to next year’s rally.

Never a dull moment during The Rally in the Rockies, Thursday’s Dog Day was followed by a scavenger hunt on Friday 54 Inside Motorcycles

sponsored by Calgary H-D and parent company Shaganappi GM, before wrapping up on Saturday with a Show & Shine, vendor’s village and BBQ competition. As with every other day throughout the week, these events were accompanied by smiles, laughter, friendship and fun. Not a bad way to spend a week.

Despite the relaxing of provincially mandated restrictions related to COVID-19 pandemic, the continued closure of the Canada/US border meant riders from south of the 49th parallel were not able to attend. Even with this challenge more than 2,000 people attended events during the 2021 rally, with riders coming from throughout Alberta as well as Alaska, the Yukon Territories, BC, Saskatchewan and Ontario as well as more than 100 riders who made the trek to Alberta from Quebec.

While the organizers encourage and welcome riders of all makes and styles of bikes to participate, air-cooled V-twin machines were the name of the game at the 2021 rally; however, just like other rallies, the crowd will continue to diversify. So regardless of what you ride, mark the 2022 dates of Friday, August 12 to Saturday, August 20 in your calendar.

Planning for next year is already underway, so stay tuned to www.therallyintherockies.com for all the details, and while you are waiting for the 2022 rally to arrive, be sure to try out the selfdrive maps that are available on the website, they offer a great way to experience the magic of the Rocky Mountains. Once you are hooked, be sure to tell your friends about The Rally in the Rockies and let them know that Eric and team at Calgary Harley-Davidson are looking forward to seeing them in 2022. IM

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WALRIDGE MOTORS LIMITED Info: 519-227-4923 or www.walridge.com Location: 33988 Denfield Road, Lucan, ON

Walridge Motors is the parts source for owners of vintage British motorcycle. Started by Mike Partridge when he created the first Walridge catalogue of parts for BSA, Norton, Royal Enfield, Triumph and AJS & Matchless motorcycles more than 30 years ago, the catalogue has continually grown, with the most recent version listing over 4,000 items. A PDF version of the current catalogue is available for free download on the Walridge website. Printed copies are also available for a small shipping fee. While the catalogue is limited to the most commonly order parts, Walridge’s complete price list includes over 30,000 parts numbers and the company can also supply illustrated parts books for most British bikes manufactured between 1940 and 1984.

In addition to Walridge’s mail order business, parts ordered in advance can be picked up at the Lucan location. Visit www.walridge.com for more information.

HERBERT’S BOOTS & WESTERN WEAR Info: www.herbertsboots.com Locations: 85 Victoria Street West, Alliston, ON (705-435-6481) 2044 Commerce Park Drive, Innisfil, ON (705-431-2500)

Herbert and Ilse Elsner started Herbert’s Boots in 1958 in Alliston, ON. Since that time the business, which their son Dieter now oversees, has grown from a small repair shop into one of Ontario’s largest retailers of boots and associated apparel. In addition to western wear and clothing, Herbert’s offers a large selection of motorcycle boots from premium brands such as Harley-Davidson, Canada West, Bates and Boulet. Herbert’s also carries a wide variety of motorcycle apparel including jackets, vests, gloves, pants and chaps. Stop by either of the two Herbert’s Boots stores, both conveniently just one hour north of Toronto or shop online and take advantage of Herbert’s free shipping on orders over $150. For more information visit www.herbertsboots.com.

WOODY’S CYCLES

Info: 613-267-6861 or www.woodys-cycles.com Location: 1542 Concession #5, Tay Valley Township, Perth, ON Since 1978 David Percival (AKA Woody) has operated Woody’s Cycle from their location just outside Perth, ON. Offering new and pre-owned motorcycles, Woody’s is Canada’s senior KTM dealership as well as a Beta dealership. With a complete range of services for all makes and models of motorcycles, the factory certified technicians at Woody’s are ready to look after your prized possession whether it need a basic oil change, a complete engine rebuild or anything in between. In addition to OEM parts and accessories, Woody’s has an extensive inventory of used parts and offers mail order service for most parts. Visit www.woodys-cycles.com for more information.

58 Inside Motorcycles

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InsideMotorcycles.com 59

Missing from this photo is the normally visible left-side exhaust Angela kicked free when it started to break and hang down at the top of CTMP's back straight.

H

onda has been involved in FIM Grand Prix motorcycle competition on and off since 1959 and has racked up a total of 800-plus victories across all GP classes. What most people don’t know is that Honda’s most successful GP racing model to date is their RS125R watercooled two-stroke single. During the period 1987-2007 various versions of the RS125R won 131 GPs and finished on the podium 432 times. These performances gained their riders nine FIM 125 cc Riders’ World Championships and Honda 11 Constructors’ FIM 125 cc World Championships for every year from 1989 to 2001 with the exception of 1996 and 1997.

During the 1970s Honda produced and sold an over-thecounter, air-cooled two-stroke single-cylinder road racer designated the MT125R. The bike had a steel-tube cradle frame, rolled on 18-inch spoked wheels with alloy rims, used a 32 mm telescopic fork and twin shock swingarm, had a single 220 mm front disc brake and a 110 mm rear drum, weighed 77 kg (169 lb) and had a 1,220 mm (48 in) wheelbase. Breathing in through a 34 mm Mikuni and out through a tuned expansion chamber the MT125R developed 25 horsepower at 10,500 rpm and was

60 Inside Motorcycles

good for 193.2 km/h (120 mph) in sixth gear. It was quite inexpensive and sold well both at home and abroad.

For 1980 Honda introduced an uprated 125 cc production racer to compete in the All Japan 125 cc road race championship.

The new bike employed a 30 hp water-cooled engine fitted into a chassis with a frame and suspension heavily influenced by the MT125R, only now with single disc brakes front and back.

This machine was well received, and when HRC (Honda Racing Corporation) was established in 1982 it benefitted from further refinements.

By the mid-eighties the FIM ultra lightweight GP classes (80 cc and 125 cc) came under increasing critical scrutiny, the result of which was a mandate that only single-cylinder machines could compete in the 125 cc GPs starting in 1988. The people at HRC saw this as an ideal time for Honda to re-enter the 125 GP championship which they had not contested since 1967. They would build a much-improved GP prototype and use the 1987 season to develop it competing with the then-dominant two-stroke twins from European firms Garelli, AGV, MBA and others.

Designated model RS125R-NF4, the new GP racer had an alum-

inum ULF twin-beam perimeter frame using the same technology developed for the 1985 factory NSR500 GP bike and Honda’s 750 RVF endurance racers. The suspended engine was mounted high in the frame with front and rear supports. This provided a higher centre of gravity to aid with high speed cornering.

A conventional telescopic front fork was employed along with a Yamaha-like cantilever monoshock rear end. A box-section aluminum swingarm with a top-mounted triangular reinforcement anchored the rear of a push-type shock that was mounted horizontally above the engine.

Only one prototype NF4 was built and raced in 1987. The rider was Ezio Gianola whose best result was a second at the French GP, though he scored a handful of mid-top-ten finishes racing against the more powerful twins of the competition.

Over 700 NF4s were produced for the 1988 season and sold well. HRC created two race kits for the NF4s, an A-kit for top riders and a B-kit for other racer customers. More NF4s were entered in the 1988 championship than any other marque. Jorge Martinez won the 125 title for Spain’s Derbi concern with Gianola coming second with wins in West Germany and the UK. Eight NF4s finished in the top 10 of the 1988 championship.

HRC continued making regular improvements to the NF4 over the next six years and worked to help privateers and race engine tuners get more performance out of their bikes. By 1991 the NF4s were producing 39 hp at 12,000 rpm with Keihin PJ38 carbs. HRC produced and sold over 1,000 NF4s annually, but in 1991 sold over 1,500.

In 1989 Honda racers again finished second,third and fourth in the 125 cc championship that time behind the Cobas of Alex Criville. That year Honda won the first of six consecutive Constructors’ FIM 125 cc World Championships.

In 1990 and 1991 Loris Capirossi would win back-to-back 125 cc crowns for Honda with four other NF4 racers his runners-up in 1990, and two more in 1991. Aprilia racer Alessandro Gramigni won the 125 cc World Championship in 1992 with Honda racers finishing second, third and fourth. Of the 22 riders who won 125 cc GP points in 1992, 17 rode NF4 Honda.

In 1993 Honda took the top three places in the 125 cc GP series with German ace Dirk Raudies the winner and Japanese riders Kazuto Sakata and Takeshi Tsujimura second and third.

The following year Sakata switched to Aprilia and took the 125 cc Riders’ Championship for the Italian firm with Honda NF4 racers once again finishing second, third and fourth in the series.

In every year from 1989 to 1993 Honda NF4 riders had won the clear majority of 125 GP podiums, but not in 1994. Rival firm Aprilia were getting ever more competitive in the 125 GP class.

HRC’s response to this was the development of a new RS125R racer, the model NX4.

The new RS125R had an improved twin beam aluminum frame with revised suspension front and back. This included

(Top) This rider’s view shows the 14 litre fuel tank, triple clamps, tach and short clip-ons, and reveals just how slim the bike is.

(Above) A 17-inch mag wheel with GP slick, strong aluminum swingarm, Pro-Link rear suspension and a 186 mm rear disc brake are all business.

an inverted Showa fork and Pro-Link rear suspension with a braced swingarm. The revised engine retained its 54 mm by 54.5 mm bore and stroke, but benefitted from new crankcases, the adoption of a new counterbalancer to diminish engine vibration, an increase in the opening area of the reed valve, plus a boost in horsepower to 44 hp at 12,250 rpm. The end result was a better

OUND

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Right-side RS125R shot with its 35 mm inverted Showa fork, Brembo caliper and 296 mm front rotor.

handling and faster motorcycle.

The first grand prix of 1995 was held in Japan where Japanese Honda NX4 racer Haruchika Aoki beat Aprilia’s Sakata comfortably. Aoki went on to win six more GPs and defeat runner-up Sakata to take the 125 cc GP Riders’ Championship. In the 1996 125 cc GP season nine different Honda and Aprilia racers stood on top of the winner’s podium with Aoki overall champion once again. Honda and Aprilia would remain principal rivals in the 125 cc GP Championship for a further ten years. Ultimately Aprilia got the upper hand, but not before four more Honda RS125R racers won the 125 cc GP crown, namely Emilio Alzamora (1999), Dani Pedrosa (2003), Andrea Dovizioso (2004) and Thomas Luthi (2005).

The RS125R images featured in this column is the 1999 NX4 of VRRA racer Angela Hiba #31x. Angela won the RACE Super Series Amateur 125 cc Championship in 2002 and that same year finished third in the RACE 250 cc Championship riding her RS125R. She also finished third in the North American rounds of the CanAm Championship. Two years later she won the RACE Super Series Pro 125 cc Championship on her NX4 and to this day still holds the 125 cc lap record at Shannonville with a time of one minute and 9.79 seconds on a bike that is basically stock.

Besides racing in VRRA events Angela is also an experienced road race instructor and coach having done such work earlier in the UK and Spain, and in the USA in 2006 for Michael Jordan coaching racer PJ Jacobsen who won that year’s USGPRU 125GP Championship. Here at home Angela has done race instruction and coaching with Racer 5.

Angela agrees that if someone is ser62 Inside Motorcycles

ious about learning how to race a GP bike that a 125 cc racer could be a good place to start, as is now its Moto3 replacement.

However, you have to understand that small two-strokes like the RS125R top out at 210 km/h or better (130-plus mph) and that they require respect and technical awareness from their riders otherwise they can bite you big-time such as by seizing up.

125 cc two-stroke racers like the RS125R don’t have very much torque and once up to speed have to be kept on the boil in their typically narrow powerband. In the case of Angela’s NX4 that means keeping the revs in the 10,000 to 12,500 range. Because the bikes don’t pull strong below ten grand you have to change gears a lot to keep the revs up.

Angela’s bike only weighs about 70 kg (160 lb) and has a high centre of gravity with good ground clearance so it can typically corner at much higher speeds than larger heavier bikes. This advantage requires less braking and loss of momentum through corners and therefore higher speeds and rpm. Staying low and tucked in behind the fairing while thrashing the engine provides an exhilarating ride and hopefully faster laps.

Usually lightweight bikes perform better with lightweight riders. Given this, it is not surprising that numerous women have raced Honda RS125Rs including Finish racer Taru Rinne who became the first female to score FIM GP points in 1988 on her Honda NF4 at the Grand Prix of France. The ten youngest racers to ever win a GP did so either on a 125 cc or Moto3 racer. The youngest ever 125 GP winner was Brit Scott Redding who won the 2008 British Grand Prix at Donington Park (albeit on an Aprilia) at the age of 15 years and 270 days. IM

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