Inside Motorcycles - Volume 24, Issue 06/07

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The new Multistrada V4 S is designed to perform on any road you point it at with legendary Ducati power and style.

Lightweight and compact with a new class-leading 170 HP V4 Granturismo engine for an exhilarating ride on mixed terrain. Ready for long journeys thanks to 15,000km oil and 60,000km service intervals all while staying comfortable on the fully electronic, adaptable suspension and rider assistance radar-system.

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Alberta’s Rocky Mountains provided the perfect backdrop for off-road editor Mark Dzikowski’s review of the Harley-Davidson Pan America.

Turn to page 26 to read Mark’s thoughts on Harley’s new adventure. PHOTO BY MARK DZIKOWSKI

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6 Inside Motorcycles

LET IT SNOW!

Winter has arrived and while this may have once meant it was time to put your bike away until spring, the continued growth of snowbiking in Canada offers the chance to spend quality time with your favourite ride all year long. Ready to learn more? Turn to page 44 to check out Lee Martin’s introduction to this exciting sport. Photo by Andrew Bean

ZOOM InsideMotorcycles.com 7

INSIDE LINE

BY PATRICK LAMBIE

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

Are we there yet?

G

rowing up, I was that child, who – within the first ten minutes of any road trip – asked, “Are we there yet?” Several years later, not much has changed and by early December, I am always asking, “Is it time to go riding yet?”

Based on conversations with clients and staff at local dealerships and shops, it appears that this is a common trait amongst the majority of motorcyclists. After all, once Santa has delivered the latest gear and accessories, winter is just in the way of getting back on the road. Add in the fact that COVID-19 has once again claimed victory over the annual motorcycle shows, and there is little to look forward to in the cold snowy days of January, February and March.

Now in fairness, there are some – like Lee Martin from Rally Connex – who won’t let a little thing like winter get in the way of their motorcycling pursuits. Be sure to check out Lee’s story in this issue on the benefits of switching out your bike’s wheels for a ski and track. For the rest of us, winter remains a time to prepare and plan for the riding that awaits with the return of warmer days.

This issue of Inside Motorcycles is here as your companion on this off-season journey.

If you are among the lucky ones who are looking to start the riding season on a new motorcycle, this issue has you covered, starting with in-depth reviews of the latest trend setters in the redhot adventure segment.

From Husqvarna’s all-new middleweight Norden 901 to Ducati’s 170 horsepower Multistrada V4 S and the Harley-Davidson Pan America success story, the options for adventure enthusiasts are more exciting than ever.

But it doesn’t stop there. Inside this issue you will find our annual showcase edition packed with the latest motorcycles, gear and accessories. I can tell you from firsthand experience that there is no substitute for quality gear, so please take advantage of the off-season downtime to make sure yours will be ready when that first wheel turns in the spring. While there is no way Inside Motorcycles can replace the motorcycle shows, we sincerely hope that you will find this information useful as you prepare for the arrival of spring and a new season for of riding.

As always, on behalf of all of IM’s partners, I encourage you to pay particular attention to the advertisers who are supporting the motorcycle industry with their presence in this issue. These companies share our collective passion for motorcycles, so whenever possible, consider allowing them to help make your riding experience be everything it can be.

Yes, there is a lot more winter to come. But before you know it, we will be back on the road and I won’t have to ask, “Are we are there yet?” because we will have already arrived. IM

8 Inside Motorcycles

EDIT EDITOR Patrick Lambie patrick@insidemotorcycles.com

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SENIOR EDITORS Colin Fraser colin@csbk.ca

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

Jason Thorpe jason@insidemotorcycles.com

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ON THE PIPE MARK DZIKOWSKI

Winter bike maintenance

A

they’re ready to go.

I have two bikes to take care of, a 2019 KTM 350 XCF and a 2017 KTM 1090 Adventure R. Both require a slightly different approach as service intervals vary, as does the abuse each takes. The 350 requires more frequent servicing than the 1090.

First thing I do is tackle all the fluids. I add fuel stabilizer to the fuel tanks and top them up to the brim to eliminate as much air out of the tank as possible thus reducing the possibility of water condensation in the tank. I make sure to run the bike for a minute or two to flow the stabilized fuel through the fuel injectors. The 1090R sometimes gets to stretch its legs mid-winter on a nice day, so all I do is top the tank up after the ride to get it back into hibernation mode.

Next up is the engine oil of course, and I do a thorough flush and replace oil filters as well. With the 350 getting frequent oil and filter changes throughout the season (change the oil every 10 hours, filter every second oil change), it’s not that big of a deal but on the 1090R, I usually put on enough miles to justify an oil change once a year. I also got into a habit of bleeding the brakes every year to reduce my future master cylinder rebuilds due to water content causing havoc on master cylinder seals. It’s cheap and easy to do, so why not.

Some will say that changing the brake fluid in the fall doesn’t make sense as the bike will sit all winter, but when changing it every year, I don’t see a problem doing it in the fall. Finally, I change the oil in the fork and shock.

Next is replacing any wear parts like hand grips, wheel bearings, Winter maintenance is a perfect opportunity to make sure your suspension will be ready for the next riding season. brake pads, rotors, tires, etc.

PHOTO BY MARK DZIKOWSKI Granted, I haven’t had to do any of s I write this in late December, fall has come to an end and winter is upon us. It is time to switch to winter sports in our household. Many out there continue to moto during the winter months or ride fat tire bicycles, but for the last couple of years, we like to switch it up and enjoy our love of backcountry skiing and resort skiing with the kids instead. But before shuffling and rearranging the garage, I like to do all the maintenance and repairs from a season of abuse before putting the bikes away in the corner. This way, when spring comes, all I have to do is reinstall the batteries and

10 Inside Motorcycles

that on the 1090R yet besides a few sets of tires, but I double-check everything to make sure all is good to go for another season. If something is getting low/thin, I make a note and get a spare set or part to replace it next year when it wears out.

With the 350, I tend to maintain it more frequently throughout the summer but do tend to hold off on the bigger jobs until the off season. For example, the rear wheel bearings started to go on the 350 in late September. I kept an eye on them for the last few rides of the year but was hoping they would last until November, which they did. While having the wheel off, I usually replace a worn tire and grease up the linkage and the swingarm pivots.

On the motor side, it is always good to open up the top end and check valve clearances on a four-stroke or do a top end replacement on a two-stroke. On the 350 it is pretty straightforward to check valves but to be honest, I haven’t even cracked the valve cover on it. The engines in these modern dirt bikes are so good these days that you ever really have major issues anymore.

Unless of course you’re pinging off the rev limiter all day but for bush riding and being a weekend warrior it’s probably premature but doesn’t hurt to check.

Off-road riding could also be rough on riding gear, so unless you need to have the latest and greatest gear, it’s a good time to hit up end-of-season sales; however, with the supply chain woes as of late and the explosion of the motorcycle retail market since the pandemic began, there might be hardly any stock. For example, I have to replace a few goggle lenses but every local and online store is sold out and doesn’t know when the lenses will arrive.

Once all of this is done, I put a fresh air filter in, take the batteries out of the bikes and put them on trickle chargers, lift the bikes onto stands to keep the tires off the ground and put them to bed awaiting new adventures in 2022. IM

Please make no attempt to imitate the illustrated riding scenes, always wear protective clothing and observe the applicable provisions of the road traffic regulations!

The illustrated vehicles may vary in selected details from the production models and some illustrations feature optional equipment available at additional cost.

parallel twin

Photo: R. Schedl, R. Steinke, KISKA GmbH

889 cc

449 lb

husqvarna-motorcycles.com

As long as you are on planet Earth, you’re not lost.

Trust in the north.

N o r d e n

the entire globe is a playground just waiting for you to explore. inspired by the north and built for the world, the norden 901 is a rugged travel machine ready to face the unknown.

9 01

THE SHARP EDGE TONI SHARPLESS

Road to MotoGP

T

he first annual FIM MiniGP World Championship was held on November 9-11, 2021 in Valencia, Spain showcasing young talent from around the world, including North America. The event, a collaboration of FIM, Dorna and Ohvale for young riders age 10 to 14 years old, provides a starting point on the ‘Road to MotoGP.’ Of the 30 competitors comprised of the top three from series run in 10 different countries, Spanish rider Izan Rodriguez-Alvarez was the eventual champion with a perfect score winning races 1 and 2 and the Super Final race crowning him the first FIM MiniGP World Champion.

At 11 years old, the champion Izan looks every part a microcosm of a MotoGP star.

On the track he looks smooth with confident moves as he carves through the corners.

The confidence shows off the track too as he poses for photos with a stoic face with constrained emotion and focus rare for an 11-year-old but common in an athlete at the top of their game.

The bike Izan competed on was the same as all the other 29 competitors; an Ohvale GP-O 160 cc four-stroke machine with a

bonded engine and Pirelli slicks mounted on 10-inch wheels. The tires are wrapped in warmers in the pits and on the pre-grid just as you would see at a premier MotoGP event. When it was time for the warm-up lap from the pre-grid it was interesting to see that most riders sat on their bike as their ‘ambassador’ or pit crew took the warmers off the tires, except Izan who jumped off and took care of the front warmer while his crew took care of the rear.

Izan set the fastest lap time in race 1 at 45.959 seconds. The average speed was 69.4 km/h reaching a top speed of 70.163 km/h.

Remarkable on a course only .897 km in length with 15 corners.

As you watch the races with the camera zoomed out it looks like squirrels chasing one other around a tree. It appears there is precision and flow with nearly a miss.

Then as the camera zooms in you see just how busy these pilots are flicking the bike from left to right, heads bobbing up and down from behind the bubble and into the corners. Look even closer when the camera allows and you will catch the misdirected energy demonstrated with feet coming off the pegs, front-end headshakes and backend slides.

These young riders are exactly where they should be: in my opinion in a low speed, spec bike, spec tire class on short tight racetracks.

The trend has been to start road racers very young and move them up quickly on the Road to MotoGP, which is now under scrutiny after three teenage deaths in 2021 occurred – 19-year-old Jason Dupasquier in Moto3, 15-year-old Dean Berta Vinales in SSP300 and

Izan Rodriquez-Alvares, 2021 FIM MiniGP World Champion.

12 Inside Motorcycles

14-year-old Hugo Millan in the European Talent Cup. To address these tragedies the FIM has proposed all its series age limits be bumped up by one year in 2022, then another in 2023. These include Talent Cups, Red Bull Rookies Cup, Moto3 JR and World SSP300 which will be increased by two years to age 18 in 2023.

On his Instagram feed Izan is seen sitting comfortably on a pocket bike with a wave to the camera looking about four years old wearing jeans and T-shirt. Over his jeans he is wearing plastic knee guards and large plastic elbow guards strapped onto his tiny bare arms. A confident smile is easily seen in the oversized full-face helmet that appeared to be resting on his shoulders.

More Instagram posts show an older Izan standing with his classmates at the RACC Academy – a school for four- and twowheeled athletes located in Spain that has been in existence since 1908.

It began as a four-wheel race school adding two-wheel racing in 1991 with the opening of the Circuit of Barcelona - Catalunya.

The alumni of the school known as ‘The Club’ are an impressive bunch including Dani Pedrosa, Toni Elias, Alonso Lopez, Alex Rins, Marc and Alex Marquez, Pol and Aleix Espargaro, Maverick Vinales and the 2021 MotoGP Champion Fabio Quartararo.

Izan’s results in his early years leading up to the race in Valencia are outstanding. Last year at age 10 he was the Catalunya Ohvale Cup MiniGP 160 Champion. In 2019 at age nine, Izan clinched the championship in the Club PromoRACC2 class (110 cc) by winning an impressive 14 races out of 16 rounds. The years previous at age seven through eight, Izan was the undeniable Mini Moto Champ at RACC. Where Izan aims his racing career next is unknown at the time of writing, but with the newly imposed age limit changes to the Talent Cups from age 12 to 13 in 2022 he will have to wait, stay on the MiniGP bikes and develop his race craft further. It all points to an exciting journey for us to witness! IM

TO THE LIMIT BRETT MCCORMICK

Right place, right time

T

he right place at the right time with the right people is a hard recipe to come by, but when it appears, you have to cash it in. My first trip to Europe was exactly this, an absolute mixed bag of characters with not much more than a backpack and passport each, headed to watch the final rounds of World Superbike and MotoGP. After the 2009 CSBK season was over, my good friends Steve Crevier and Olivier Spilborghs called me to suggest we jump over the Atlantic and catch the final rounds of both world championships. How does an 18-year-old coming off a successful season of racing and approaching his first fall with no school say no to this? You’re right, he doesn’t.

Sitting in the bleachers with thousands of screaming fans when Rossi and Stoner fly past in Valencia isn’t quickly forgotten.

Hopping on factory World Superbike machinery and spinning laps on behalf of Inside Motorcycles; also tough to shake from the memory bank. The best part of this story is that only the first memory was a guarantee; the second was one of those situations a person stumbles into.

The plan for the trip was to start in Portugal for the weekend of World Superbike and take in every day. Pirelli was spec tire for us at that time so they hooked us up with full access passes. After the Portugal weekend we would spend a couple days close to the track, and then head to Spain.

We landed in Madrid where Olivier had some family to bunk with. Madrid was a bit of a mid-trip recharge for us, then I had the guys convinced we would rent a car and drive north to Barcelona for a few days.

You know you’re travelling with the right people when there is no hesitation to jump at this idea. Barcelona is an iconic city, and we didn’t want to pass up the opportunity to check it out. After Barcelona we wanted to get to Valencia a few days before the race weekend started, so we finished the trip there. No connections in the MotoGP world at the time, so we just bought normal

passes and spent the weekend in the grandstands – which was a blast because Valencia is almost like a stadium atmosphere and the fans there are insane.

We planned our trip last minute, but Colin Fraser planned early to be in Portugal to cover the final round for Inside Motorcycles where Ben Spies would end up World Champion. Once Colin found out we were in Portugal, he surprised me with the opportunity to do the “media day” Monday after the racing was over and test all the factory bikes for a story in the magazine. I remember Steve was a bit sour because he was the veteran of our group, and Colin offering the 18-year-old this opportunity was a waste in Steve’s mind. He was right in a certain context, Steve would have been the ideal rider in terms of experience to test these bikes – but the right rider to get in front of World Superbike teams and the Pirelli brass at this time was the up and coming Canadian.

You’re probably wondering at this point how I planned to ride Monday when I was on a holiday and definitely wouldn’t have any of my gear with me – this is where the story gets funny. I didn’t have any gear with me, and leathers to fit a six-foot-three-inch

frame aren’t exactly floating around every pit garage. Luckily, in 2009 there were a couple of tall guys on the grid – the tallest being Ruben Xaus racing for the factory BMW team. With the help of some Pirelli contacts, I got to chat with Ruben and he was happy to lend me his backup leathers to do the test day, along with the rest of the gear I needed. Easier favour to ask a mid-pack guy than someone who just won the championship. I probably could have squeezed into Spies’ leathers, but being that he just won, I doubt he was looking for test pilots to borrow any of his championship winning gear. Turned out to be one of the best days I’ve had on two wheels, and this experience starting off the trip propelled more good vibes for the group.

Looking back on this Euro-trip adventure over a decade later is so cool for me, it was the first time I got to throw a leg over this level of machinery on a world class track, and my first attempt at journalism. If you remember the feature article from back in 2009 on this test, hopefully this inside scoop adds some laughs. Crazy how time flies, but can’t wait to fill the memory bank with more beauties like this. IM

Borrowed leathers, World Superbike and an adventure of a lifetime. PHOTO BY COLIN FRASER

InsideMotorcycles.com 13

INSIDE IMPRESSION | 2022 HUSQVARNA NORDEN 901

2022 Husqvarna Norden 901

BY ROME HALOFTIS

14 Inside Motorcycles

PHOTOS COURTESY OF HUSQVARNA MOTORCYCLES CANADA

R

iding along the rim of a volcano high above the turquoise blue waters of the Atlantic Ocean on one side and the lush green walls of the volcanic caldera on the other side, it’s not the views that are the most exciting part.

Instead, it’s the new Husqvarna Norden 901 I got the chance to take for a test ride recently. Unveiled as a concept bike at the 2019 EICMA show in Milan, the Norden caused quite a stir, prompting Husqvarna’s decision to move forward with the production model. Husqvarna maintained the look of the concept bike in the production model without losing its distinctive style. Immediately, the bike draws you to a bold contemporary design that conjures up memories of vintage Dakar-style rally bikes, while embossed topographical map lines on the matte black fairings and round headlight flanked by two LED fog lights add to the motorcycle’s bold character.

When I was asked to attend the media launch for the Norden 901 in Portugal, I was pretty stoked. I have been dreaming of this bike since the first images were released. Little did I know the part of Portugal where the launch would take place would be in the middle of the Atlantic Ocean on a surreal island called Sao Miguel, part of the Azores, an archipelago of nine islands 1,600 kilometres off the coast of the mainland. The tropical lush green rainforest and volcanic mountain roads would prove to be the perfect backdrop for testing the performance of the Norden on varying terrain.

At the heart of the Norden lies the 899 cc parallel-twin motor that delivers unbelievably smooth linear power from 3,000 rpm up to the 9,000 rpm red line and only weighs 53.4 kg. This same class-leading engine is used in the KTM 890 Adventure and Duke models. My primary source for two-wheel therapy is on smaller displacement single-cylinder off-road bikes like the Husqvarna FE501. Compared to the 501,the 901 is a rocket with 105 horsepower and 73.8 ft-lb of torque. The engine is torquey down low and makes the bike fun and flickable in technical terrain. The 901 is a relatively light 204 kg without fuel. Combining this light weight with 105 horsepower makes for an exhilarating experience. The twisty coastal roads around Sao Miguel were the perfect track for testing the limits of the Norden.

The throttle response is immediate, thanks to the ride-by-wire technology. There is no mechanical linkage between the throttle grip and the two 46 mm throttle bodies made by Dell’Orto. Instead, the Engine Management System (EMS) electronically controls the throttle valves. The service intervals are amazingly long, 15,000 km. Technical solutions such as active crankcase evacuation and semi-dry-sump lubrication reduce friction to make this possible and guarantee reliability, durability and efficiency.

A few other cool features worth mentioning are the Power Assist Slipper Clutch (PASC), which maximizes rear-wheel grip under hard acceleration and prevents rear-wheel instability and hopping when braking hard into a turn, ensuring maximum control.

InsideMotorcycles.com 15

The Easy-Shift sensor allows the rider to make seamless upshifts and downshifts without clutching. It works by relaying the moment the rider actuates the gear lever to the ECU, which matches engine parameters to allow a simple gear change at any revs or engine load.

Lastly, the cylinder head is fitted with knock sensors to detect pre-ignition or ‘knock’ in the combustion chambers – an important feature should poor quality fuel be encountered when travelling to remote areas. The engine electronics react to vibration caused by the knock by retarding the ignition and consequently protecting the engine against possible damage.

As far as electronic aids, the bike features cruise control and three selectable ride modes as standard (Street, Rain, Off-Road) and an optional Explorer mode to deal with every potential circumstance the rider might encounter. These features are all easily controlled on the fly with your left thumb. Each specific ride mode alters the throttle response, ABS settings and level of traction control.

Street mode offers the most aggressive throttle response with matching Motorcycle Traction Control (MTC) settings. The MTC allows minimal slip in Street mode before it activates.

Off-Road mode offers a smooth throttle response and allows considerable slip before intervening. On low-grip surfaces, a certain amount of wheel slip is needed. It allows riders to break traction to steer with the rear wheel. The mode is not lean-angle sensitive, so the MTC does not intervene when a rider uses a berm to turn.

Furthermore, the anti-wheelie function is not engaged in this mode, allowing riders to lift the front wheel over obstacles. We would never dream of using this to show off in front of our friends, right?

Rain mode has a very smooth throttle response and reduced peak power. The traction control intervenes early for better control on slippery conditions like the moss-covered cobblestone roads around the island. The optional Explorer mode provides direct control over various functions and can reconfigure displayed information on the dashboard. Another benefit the Explorer mode offers is nine levels of slip adjustment. I found myself in the optional Explorer mode most often and would adjust the level of slip for the riding conditions on the fly.

The Norden 901 is fitted with the latest in braking technology.

The Bosch Cornering ABS is specifically designed for motorcycles.

It allows riders to always use full braking power while taking the motorcycle’s lean angle into account. In Off-Road mode, the ABS is deactivated on the rear wheel, front wheel activation is reduced, and the lean angle sensor data is no longer in play. This allows riders to lock up the rear wheel to steer it into corners. It reduces the tendency of the front wheel ABS to be too sensitive, thus maximizing stopping power. Inadvertently, I tested this coming into a loose gravel corner while showing off in front of the camera. I am happy to say it successfully saved me from looking like a fool and, at the same time, sold me on the technology.

The lean-angle sensitive traction control system provides the highest level of grip—the six-axis Inertial Measurement Unit (IMU) measures the lean angle, while the MTC measures the rotation speed on the rear wheel. If the rear-wheel speed is disproportionate to the riding situation, the MTC reduces engine output within milliseconds until rear-wheel slippage is reduced.

All this is done so smoothly it is barely perceivable.

It is possible to switch off the traction control entirely. How16 Inside Motorcycles

ever, this will need to be done every time you restart the bike for the rider’s safety. All the other features and ride modes are remembered from your previous ride.

Riding is learning to adapt to the imperfections of the terrain.

Combining the engine’s outstanding performance with the electronics, like Cornering Motorcycle Traction Control, Cornering ABS and Off-Road ABS, is a definite advantage when in challenging terrain that can test the abilities of even an experienced biker. I can somewhat relate if you are a purist and don’t believe that all this technology is needed but trust me, that will all change once you experience it, helping you climb a hill or stopping in an emergency.

The Norden’s standard features include dual front 320 mm disc brakes with ABS (above top), full colour five-inch TFT display (middle) and LED fog lights.

The Norden is equipped with a state-of-the-art full-colour, five-inch TFT display. It is easy to interpret critical information so the rider can immediately process it. The display can also be configured to your preferences and adapts to changes in lighting conditions. The rider can select which information to have displayed on the screen. All ride modes and ABS settings are immediately visible. Areas of the bike are quickly highlighted with red or green to indicate which mode you are in.

With the Ride Husqvarna Motorcycles App, a smartphone can be connected to the bike through the optional Connectivity Unit for turn-by-turn navigation, accepting phone calls and listening to music.

One of my favourite features is that above the TFT display is an optimal place to mount your GPS, which means no more U-bolt clamps and awkward Ram mounts. It positioned the GPS nice and high, making it easy to view with minimal effort.

Conveniently, there is a 12 volt socket on the dash.

The Norden 901 is designed for long days in the saddle over diverse terrain. Comfort and wind protection set the Norden 901 apart from its KTM cousins. The seat is broad and flat towards the back, making it surprisingly comfortable, and narrow towards the front, making it easier for riders to place their feet on the ground. The two-piece seat is height adjustable between 85.3 and 87.4 cm and will accommodate most riders. A factory InsideMotorcycles.com 17

suspension lowering kit is available that will lower the seat by an additional 22 mm if necessary. Additionally, ergonomic rider and passenger heated seats are available as technical accessories to give maximum comfort on long riding days.

The front suspension equipped with the WP Apex 43 mm inverted fork delivers a plush 220 mm of travel. The open-cartridge fork has separate functions in each leg. Fully adjustable compression and rebound damping can be adjusted effortlessly using the easy access clickers on the fork tube tops.

The rear suspension is fitted with a WP Apex shock absorber, which provides 215 mm of rear-wheel travel. The damping behaviour is adjustable, and there is a hand adjuster for spring preload to make quick adjustments for heavier loads such as luggage or a passenger. Surprisingly and somewhat disappointing, the rear shock lacks compression adjustment.

We experienced tropical rain, river crossings, moss-covered pavement, wet cobblestone streets, sand, mud and gravel on day 1. Day 2 had dry conditions with some smooth tarmac switchback roads leading in and out of the volcanic caldera that felt more like a MotoGP course than a public road. Overall, the suspension performed well and is ideally suited for all-around adventure travel with a mix of varying terrain. However, it is possible to blow through the stroke quickly when the going gets more challenging. Catching a little air or jumping water bars usually resulted in finding the bottom of both the front and rear suspension. With a few turns of the clickers and some springs to match my not-so-svelte 200 pounds, it would be easy to set the suspension up for more extreme off-road conditions.

In many ways, the Norden 901 sits between the KTM 890 Adventure and the higher-spec 890 Adventure R. The Husky’s seat is a fraction higher than the base 890 Adventure but lower than the R version, for instance. The same is true of the suspension; 18 Inside Motorcycles

the Norden 901 has 220 mm of travel in the fork and 215 mm at the rear, while the 890 Adventure has 200 mm at each end and the Adventure R has 240 mm of movement. If you are wondering, the Norden with 220 mm of travel is 10 mm more than the Yamaha Tenere. The Norden has 251 mm of ground clearance, more than the Adventure at 233 mm and the Tenere at 240 mm, but less than the Adventure R with 264 mm.

Fuel capacity is approximately 19 litres which, when combined with exceptional fuel economy, gives a range of 400 km, providing a significant advantage on extended journeys. Efficient fuel consumption also lowers the cost of ownership of this class-leading twin-cylinder powerplant.

The fuel tank places its main volume ahead of the rider’s knees, wraps around the centrally mounted engine, lowers the centre of gravity, and helps provide better handling. The lower part of the tank also protects the rider’s legs from cold air, dirt or water spray when travelling in demanding conditions.

The name Norden is Scandinavian for “the north,” a term that Canadians understand. To most of us the north is a place to escape, a land of adventure, with cabins, lakes and endless trails. With this all-new motorcycle, Husqvarna’s challenge is to balance the off-road requirements of the north with the on-road necessities of a modern adventure bike in a comfortable package. After two full days on the Norden, I’m convinced that it is a perfect blend of these two worlds. The ergonomics are incredibly comfortable and make you want to go farther. I cannot wait to hit some of the logging roads in northern Ontario and further. I think this bike has a mission to Tuktoyaktuk written all over it. As much as the Norden is built for the adventure it is also light and agile enough to navigate the urban jungle and make for a hip commuter bike.

After getting a taste of what the Norden offers, I can’t wait to see what adventures lie in store with this fantastic motorcycle. IM

S P E C TA B L E

2022 Husqvarna Norden 901 PROS:

+ Most comfortable seat design to come out of Austria + Bold look with just the right amount of retro

CONS:

- Lack of compression adjustment on rear shock - Limited off-road capability of Pirelli Scorpion tires

Suggested Retail: $15,199 Colours: Black with yellow accents Engine: Liquid-cooled four-stroke parallel-twin Displacement: 889 cc Bore & Stroke: 90.7 mm x 68.8 mm Compression Ratio: 13.5:1 Power: 105 hp at 8,000 rpm Torque: 73.8 ft-lb at 6,500 rpm

Fuel Delivery: Electronic fuel injection, two 46 mm throttle bodies

Suspension (rear): WP Apex monoshock adjustable for rebound and preload

Final Drive: Chain

Tire (front): Pirelli Scorpion Rally STR 90/90 R 21

Weight: 204 kg (449.7 lb), dry Transmission: Six-speed

Tire (rear): Pirelli Scorpion Rally STR 150/70 R 18

Frame: Chromium-molybdenum-steel frame with engine as stressed element

Brakes (front): Dual 320 mm discs with radial-mounted four-piston calipers

Wheelbase: 1,513 mm (59.5 in)

Brakes (rear): Single 260 mm disc with two-piston floating caliper

Seat Height: 854-874 mm (33.6-34.4 in), adjustable Suspension (front): WP Apex 43 mm inverted fork adjustable for compression, rebound and preload

Fuel Capacity: 19 L

InsideMotorcycles.com 19

I N S I D E I M P R E S S I O N | 2021 D U C AT I M U LT I S T R A D A V 4 S

20 Inside Motorcycles

AND

S

MA

NY ROAD All Fun

2021 Ducati Multistrada V4 S

T

BY COLIN FRASER

PHOTOS BY BEN QUINN

he Ducati Multistrada or “many roads” design debuted in 2003, with a fairly basic, air-cooled L-twin Desmo powerplant in a more all-round package, at least when compared to Ducati’s range of hard-core sports offerings. The upright riding position and extensive fairing (by Ducati standards) definitely separated the Multistrada from most of its siblings.

Over time, this design became more dual sport in orientation, also picking up loads of performance as Ducati opted to install ever-more advanced and sophisticated L-twin powerplants.

By the mid 2010s, the Multistrada had a big twin, liquid-cooled, superbike-spec engine, compete with the prerequisite and iconic Desmodromic valve operation. With around 160 horsepower on tap, this Ducati required considerable electronic assistance to make the bike rider-friendly.

I remember trying one such offering on a beautiful August day in 2015. I ended up stopping by the side of the road to use the dash to try and calm the engine’s delivery – it was a little too aggressive for my tastes, even on back roads. The latest Multistrada has more of everything but manages that appealing performance in a useful and sensible way.

This 2021 Multistrada marks a big step for the design.

The focus is the switch to a revised and retuned version of the impressive V-four engine found in the top-tier performance Panigale lineup of homologation superbike racers. Ducati call this their V4 Granturismo powerplant, and it is their first 90-degree engine since the 1970s not to have Desmo valve control.

Intriguingly, Ducati state that for a design that is “touristy” (for touring, not holidaying), the Desmo valve actuation design is an unnecessary complication. It is true that valve spring technology has come a long way over the last 50 years. It is also true that some purists miss that legendary Desmo configuration, as well as the dry clutch rattle and the long-serving twin-cylinder layout.

It is certainly true that in the past, short maintenance intervals made the notion of a touring Ducati somewhat misleading. Valve adjustment and maintenance intervals are now every 60,000 km with the new V-four, a wild fantasy for the Desmo twin designs.

First seen in slightly different form in the Panigale and Streetfighter offerings, this new engine is packed with useful technology. One of the most interesting features is the arrangement where the rearmost two cylinders “turn off” when the bike is stationary. This allows the engine to be more efficient, and cooler in terms of heat soak affecting the passengers.

While the Panigale makes over 200 horsepower, the new Multistrada is tweaked for all-round performance. Displacement is up by 55 cc compared to the racer platform, and torque now peaks at lower and more useful revs.

The new engine has a counter-rotating crankshaft, with the engine’s main moving component turning in the opposite direction from the motorcycle’s wheels. This is a well-established racing method to compensate for the gyro effect, and aids handling, specifically agility.

Ducati claim that the new four-cylinder Multistrada is 1.2 kg lighter than the previous twin version, and it is amazingly compact when compared to the outgoing twin-cylinder. As well, the “twin pulse” firing order gives the new design a very familiar and popular L-twin-like power delivery.

These days, the key to successful bike designs lies in the careful and diligent packaging of all the components. This Multistrada has new monocoque chassis, that is a claimed four kg lighter than

InsideMotorcycles.com 21

previous traditional tubular designs. The new mill also boasts smaller overall dimensions, allowing Ducati to fit a more versatile 19-inch front wheel to the Multistrada for the first time.

It is also worth stating that this bike looks very similar to the previous twin-cylinder version and is more compact than many class competitors.

The better packaging also allows for a longer, dual-sided alloy swingarm out back, even though the overall wheelbase is shorter than with the twin predecessor. This means a more modern, and electronic-friendly, rear suspension set up can be utilized.

Integrating the various electronic features of a modern, powerful bike is crucial to pilot comfort, not just in terms of ride but also confidence of control. In this area, the new Multistrada really shines, pulling together a huge suite of rider aids and allowing the rider to gain confidence through all the options available.

Ducati start with a large dash screen, and large text that means middle-aged riders don’t need to switch to their reading glasses! This set up is easy to understand and encourages you to get involved and learn how to tailor the Multistrada to your pending riding plans.

When you open up the menu and look at the settings for all the rider aids, a variety of standard settings are revealed, the display showing how each specific element is tweaked for that mode. From there, you can leave the Ducati-developed settings “as is” or go one step further into the display to tweak each specific parameter.

This is a much easier method to manage these features (including ABS, traction control, wheelie control, power modes and much, much more, with chassis features sometimes active) and is the best system I have seen so far, by far. Other manufacturers will no doubt look at the Ducati and try to produce something 22 Inside Motorcycles

similar, although obviously the cost can be prohibitive for this level of sophistication.

I also appreciated that even in an active mode, you could sense the traction control activating on loose surfaces, allowing for some old-school rider feel. With some other systems, once the electronic suite gets busy, the rider no longer has that crucial connection between the bike and the road surface.

The Ducati also has thoroughly modern, traffic safety-related rider support systems, including a radar-operated cruise control and lane positioning/traffic warning via small lights in the mirrors.

For many years I have been skeptical of such devices, certainly for motorcycles. But my recent experiences driving larger pickup trucks pulling trailers has made me far more open-minded to this new technology.

On the new Multistrada, I was comfortable almost immediately with these new state-of-the-art Ducati features, and really enjoyed their support in busy Toronto traffic situations. This is another technology that should be useful on many brands, and styles, of motorcycles in the future.

You might be getting the impression that I was happy with my time on the new Multistrada, and you’d be correct. The bike is very versatile, although not the best machine for serious off-road use.

Still, it is great fun on loose surfaces, and the electronics allow you to confidently push, at least a little, without worrying too much about the cost and relative size of the buttery-smooth V-four.

The engine is certainly the star of the show, and with its twinlike behaviour, well suited to a wide variety of riding, although touring and back roads might be the best choice. Ducati see this Multistrada as a competitor to BMW’s famed flat-twin GS model line, and that is fair.

Above left to right: Ducati’s 1,158 cc V-four engine is at the heart of the Multistrada V4 S; the Pirelli Scorpion Rally tires on our test bike allowed for a moderate level of off-road travel and a full-colour display with large text was a welcome feature. Standard equipment also includes a lane positioning system with collision warning lights on the mirrors (above right).

However, I would suggest that BMW’s inline four-cylinder, sit-up S 1000 XR is a more obvious rival. While we love the BMW, the Ducati is more versatile with a more appealing powerplant. The BMW is retuned compared to its superbike brother, just like the Multistrada, but Ducati’s engine is more street-oriented fun.

In use, the Multistrada is slightly subdued and linear in the lower gears but pulls consistently to its 10,000 rpm redline. In the upper gears, the power steps up around 5,000 revs, and the Ducati politely growls. If you want a little more grunt, the electronics will give you that edge, and the strong power is always entertaining, but manageable.

The Multistrada is shockingly comfortable for a Ducati, certainly a pleasant surprise for a long-time Ducati lover. The handlebar is high and wide, not loved by all, but I found it ideal for comfort, and the mirrors worked so well I was honestly unsure that I was on a Ducati! The comfortable seat offered a fair amount of room to change positions, and is adjustable as well. The fairing is small but very effective, one of those minimal designs that limits buffeting compared to more extensive constructions. It is easy to adjust on the fly, and no doubt the aftermarket can provide something more extensive if you decide

to travel long distances. For all round use, the stocker screen is very good, with the wind blast catching the very top of my visor when the screen is adjusted to its highest position.

Our tester came with very aggressive tires for such a machine, Pirelli Scorpion Rally rubber mounted on the wire wheels. My week with the Multistrada coincided with much rain, and I enjoyed the beefy rubber on forest roads, but got stuck immediately when I tried to ride in some soft stuff.

I managed to avoid pulling a fender off while dealing with mud packed almost everywhere, but I think I would opt for more versatile Pirelli Scorpions on cast wheels for regular use. Riding with the knobby option is okay on the pavement, although you occasionally get some weird frequency vibrations, and initial turn-in on long corners can be a bit spooky.

The Multistrada is confidence-inspiring in most situations, and really fun to hustle on a twisty road. Engaging with the suite of rider aids enhances the experience.

Of course, this Ducati is an expensive motorcycle, so you want to be sure you have something special when you choose the Multistrada. The quality of the build, the spec of the individual components, the fit and finish, are absolutely top notch. This Multistrada is step forward for Ducati, and a real blast to ride, too. IM InsideMotorcycles.com 23

S P E C TA B L E

2021 Ducati Multistrada V4 S PROS:

+ Well managed performance in every way + Highest quality presentation

CONS:

- Not ideal with knobby tires - Tight foot controls with bigger, off-road boots

Suggested Retail: $29,740 (base)

Torque: 92 ft-lb @ 8,750 rpm

Wheelbase: 1,467 mm (61.7 in)

Colours: Red; Aviator Grey

Fuel Delivery: Ride-by-wire fuel injection, 46 mm elliptical throttle bodies

Seat Height: 840-860 mm (33.1-33.9 in), adjustable

Engine: Liquid-cooled 90-degree V-four, four valves per cylinder Displacement: 1,158 cc Bore & Stroke: 83 mm x 53.5 mm Compression Ratio: 14:1 Power: 170 hp @ 10,500 rpm

24 Inside Motorcycles

Final Drive: Chain Weight: 240 kg (529 lb), wet Transmission: Six speed, hydraulic slipper clutch Frame: Aluminum monocoque, aluminum double-sided swingarm

Suspension (front): 50 mm male-slider fork, adjustable for preload, compression and rebound Suspension (rear): Marzocchi single shock, adjustable for preload, rebound and compression damping Tire (front): Pirelli Scorpion Trail II 120/70 ZR 19; tested Pirelli Scorpion Rally 120/70 R19

Tire (rear): Pirelli Scorpion Trail II 170/60 ZR 17; tested Pirelli Scorpion Rally 170/60 R17 Brakes (front): Twin 320 mm discs, semifloating Brembo radial-mount monoblock four-piston calipers Brakes (rear): Single 265 mm disc, Brembo two-piston floating caliper Fuel Capacity: 22 L

EVERYTHING IS A ROAD

VISIT YOUR LOCAL DEALER TO LEARN MORE ABOUT THE PAN AMERICA 1250™.

WELCOME TO THE 2022 INSIDE MOTORCYCLES

SHOWCASE ISSUE

T

he world has definitely changed over the last couple years and while it is easy to get wrapped up focusing on the negative, the last 24 months have also seen a lot of positive trends. This is especially true in the motorcycle industry, where the volume of new bike purchases has grown dramatically.

In response to this resurgence in demand, motorcycle manufacturers around the globe are working to keep pace, bringing new and updated models to market with hopes of capturing the

attention of consumers who are looking to start riding, upgrade their existing bike or add to their two-wheeled family. While many of this year’s new models won’t arrive in dealerships until spring, Inside Motorcycles is pleased to bring you this special 2022 Showcase issue and a preview of some of the bikes that are destined to make headlines this season. Enjoy and remember, riding season will be back before you know it.

PATRICK LAMBIE EDITOR INSIDE MOTORCYCLES

PHOTO COURTESY OF YAMAHA MOTOR CANADA

InsideMotorcycles.com 3

E

ach December, the editorial team at Inside Motorcycles, pauses to reflect on the motorcycles that made headlines during the previous year with a goal of naming one as the Bike of the Year. Despite the supply chain issues that delayed and even limited the introduction of 2021 models, there were several worthy contenders this season, especially in the hotter-than-ever adventure segment, leading to drawn-out debates as to which bike should take the title.

When the dust settled, two motorcycles remained and both were so outstanding that for the first time ever, IM has declared a tie for the Bike of the Year. Placed side-by-side, the Yamaha Ténéré 700 and the Harley-Davidson Pan America bear only a passing resemblance to each other and reside at opposite ends of the price spectrum; however, each is uniquely capable of growing the sport of ADV riding, and therefore worthy of this recognition.

Harley-Davidson’s ongoing efforts to expand beyond their traditional customer base and revive their lagging sales numbers have taken the form of the Pan America. Originally unveiled to the world at the 2019 EICMA show in Milan, Italy, Harley-Davidson’s foray into the adventure bike segment was immediately

4 Inside Motorcycles

a trending topic with love-it-or-hate-it looks and speculation of whether or not H-D could actually deliver a truly capable ADV machine. With production models arriving on trails, streets and highways in 2021, the verdict is in, and by all accounts the Motor Co. from Milwaukee has a major hit on its hands.

In the already crowded large-displacement adventure bike segment, the Pan America quickly established itself as a serious contender thanks in large part to the all-new Revolution Max engine. Delivering 150 horsepower and 94 ft-lb of torque the 1,252 cc 60-degree liquid-cooled V-twin powerplant provides the Pan America with requisite performance while the engine’s variable valve system and the resulting linear powerband make it a force to be reckoned with both on- and off-road.

Designed from the ground up to meet the requirements of adventure riding, the Pan America tips the scales at a respectable 242 kg (534 lb) wet weight and features premium components including fully adjustable Showa suspension, Brembo brakes and a full suite of electronic aids. Moving up to the Special model adds semi-active electronic suspension, adaptive headlights, heated grips, steering damper and Harley’s show-stealing Adaptive Ride Height system.

FEATURE XXX

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All of this has translated into a sales juggernaut for Harley-Davidson bringing new consumers to the legendary barand-shield brand while also introducing the legions of existing H-D fans to the world that exists beyond the asphalt.

Where the Pan America has all the bells and whistles, Yamaha took a no-nonsense approach to adventure riding with the Ténéré 700. While some may argue that the T7 has been around for several years, Canadian motorcyclists were forced to wait until late 2020 when 2021 models made their way across the ocean and onto North American showroom floors for the first time. In fairness, they never actually made it into showrooms as every single one was already pre-sold, including our test bike that was purchased even before off-road editor Mark Dzikowski ever swung a leg over it.

What is it about this rally-inspired machine that captured the collective imagination of the hard-core adventure riding set?

Coming into a segment that has been dominated by European manufacturers, Yamaha had its work cut out for it, but also had an ace up its sleeve with its proven 689 cc CP2 engine. Placing the bulletproof torquey parallel twin into an off-road biased chassis with long-travel adjustable suspension, 240 mm (9.5 in)

of ground clearance and 21-inch front and 18-inch rear spoked wheels created a lightweight (204 kg) adventure motorcycle capable of handling even the most extreme of environments that hard-core ADV riders will throw at it. The addition of elements such as double stacked LED headlights, protective windscreen, standard equipped skid plate and a compact cockpit with rallystyle rubber-mounted instrumentation and bodywork, add to the aggressive off-road focus of the T7.

By focusing on the basic no-nonsense requirements of adventure riding and foregoing items that the most dedicated off-road riders would consider frivolous, with the Ténéré 700 Yamaha has delivered a truly off-road capable adventure bike at an MSRP ($12,399) that is well below any of its competition and arguably the best value for money in the entire ADV segment.

So there you have it. IM’s selection for 2021 Bike (actually bikes) of the Year. Both have answered the call of adventure riders in their own unique way, and both represent innovation and a willingness to throw out the playbook and come up with a new approach to bringing consumers into showrooms, getting them out onto the roads and trails, and growing the sport of motorcycling. IM InsideMotorcycles.com 5

D

espite the moto off-season and motorcycle show and ski season being upon us, it is also time here at Inside Motorcycles to select and honour an outstanding Canadian motorcycle athlete for 2021. With this year being slightly better than 2020 and racing events finally back in our calendars, we had plenty to choose from and many excellent nominees surfaced to the top. Ultimately, there could only be one winner. Few will disagree with this year’s selection, as he single-handedly put Canada at the top of the sport by winning the American Hard Enduro Championship and turning heads at the toughest hard enduros around the world. He also made a splash at home here with a win at the annual Corduroy Enduro in Ontario as well as a dominating win at the Red Bull Outliers in Alberta this past August. Defending his title next year at this event might prove a bit more challenging with the world’s best descending on the Alberta Badlands terrain in 2022 but the way he has been riding as of late, we still have him picked to defend it. The winner of the 2021 Athlete of the Year Award is the 24-year-old Invermere, British Columbia native, Trystan Hart.

We sat down with Trystan for a few questions and answers about his season and what 2022 holds for him.

6 Inside Motorcycles

Inside Motorcycles: Trystan, every year Inside Motorcycles recognizes the accomplishments and contributions of a Canadian racer, and for 2021, you have been named Inside Motorcycles Athlete of the Year. Congratulations!

Trystan Hart: I’m honoured to receive this recognition, thank you so much for the support!

IM: From the outside, it was exciting to follow all the events you were participating in this year. From your perspective, how did the 2021 racing season go for you?

TH: If you would have told me a couple years ago, that I would have the success I had in 2021, I would have said “No way!” The American Hard Enduro Series went just about as good as it could have gone for me. I entered 13 races and won seven of them, finished second five times and third once. I won the overall championship against one of the best hard enduro racers in the world, none other than the American Cody Webb. I also competed in the toughest hard enduro rally in the world, the Red Bull Romaniacs.

This rally was a big learning experience for me where I finished seventh overall in the Pro class. I’ll be going back to Romania next year, definitely more prepared and this time, aiming for the

Introducing the all-new Michelin® Road 6 tire

Legendary performance… improved! 1,2 The all-new MICHELIN® Road 6 tire offers 15% more grip than the MICHELIN® Road 5 tire in wet conditions thanks to 100% MICHELIN® Silica Technology™ tread compounds and a new tread pattern featuring MICHELIN® Water Evergrip Technology™.1 It also delivers 10% longer tread life compared to the previous generation.2 In addition, MICHELIN® 2CT+ Technology™ which has been standard on the rear tire is now applied to the front tire as well. This provides better rigidity at lean and more stability when cornering – especially under strong acceleration or heavy braking, compared to the previous generation.

michelinman.com/motorcycle

@michelinmotorcycle #MichelinOnMyMoto #HappyNewTire (1) Based on internal lap time testing conducted in 2020 in Fontange, France on wet surfaces using a 2018 SUZUKI 1250 Bandit S tted with 120/70 ZR 17 front and 180/55 ZR17 rear tires comparing MICHELIN® Road 6 and MICHELIN® Road 5 tires. Actual results may vary. | (2) Based on external wear testing conducted in 2020 by Dekra in France using a 2014 BMW K1300R tted with 120/70 ZR 17 front and 180/55 ZR17 rear tires comparing weight loss of MICHELIN® Road 6 and MICHELIN® Road 5 tires after 2500 miles. Actual results may vary. | Copyright © 2021 Michelin North America, Inc. All rights reserved.

podium. The AMA Endurocross series didn’t exactly go to plan, but after a bit of a slow start, I finally picked up some speed and came out with a win at round 3 in Reno, Nevada. At the next round in Prescott, Arizona, I was feeling very confident, but a freak accident would end my season right then and there. I ended up breaking my thumb pretty badly and I flew home immediately to have it surgically repaired. Overall a successful year but I’m always striving to do better.

IM: With a wide variety of series and events you entered this year, what was your favourite race of 2021 and why?

TH: My favourite race of the year would have to be Red Bull Romaniacs. It was a lot of pain and suffering, but it also included many great experiences that I’m grateful for. Prior to the race, I spent a week riding and exploring Bulgaria courtesy of my friend Teo (Teodor Kabakchiev). The race itself is so different from any other race in the world. It consists of five days and almost five hours every day on the bike in some of the most challenging terrain you could imagine. It’s an experience I recommend to anyone who loves dirt biking. I promise it will be unforgettable.

IM: What event and result are you the proudest of this year and why?

TH: I’m most proud of my AMA Endurocross round win in Reno. I was really upset from the prior two rounds where I basically didn’t even challenge Colton Haaker for the wins. It was only two races but it felt like an eternity. At round 3, the 8 Inside Motorcycles

only thing I focused on was trying to get 100 percent out of myself. I didn’t care about winning or anything else. I was purely riding to the best of my ability, and it was an amazing feeling when it all came together for me and I went 1-1-1 on the night.

IM: Since by all accounts you had a stellar season this year, what are your goals for 2022 and which events are you most excited about?

TH: I have a lot of things I want to accomplish in 2022. First of all, I badly want to be on the podium at Erzberg and Romaniacs, the two biggest hard enduro races in the world. Not only do I want to podium for myself but also for every kid in Canada to prove that no matter the circumstances if you want it bad enough, there are ways to make it happen. Another big goal for next year is to defend my American Hard Enduro Series title. I know it is not going to be easy but the harder it is, the sweeter the victory tastes. Lastly, I want to win the Endurocross championship. This series hasn’t been high on my priority list over the last couple years, as hard enduro was the first thing on my mind every day. I have all the pieces to the puzzle, and I’m ready to put the pieces together in 2022 and take the title.

IM: Thanks for your time Trystan. Congratulations on a fantastic season and IM Athlete of the Year. Everyone in Canada will be cheering you on in 2022.

TH: Big thanks to everyone who cheers me and follows my racing. I wouldn’t want to do it without you. IM

InsideMotorcycles.com 9

2022 BIKE

SHOWCASE O

nce again, it’s that time of year. Even though most of the country is blanketed in snow and freezing temperatures, the arrival of new and returning models on showroom floors has motorcycles front and centre on the collective minds of enthusiasts from coast to coast.

Coming off a year that saw Canadian motorcycle sales rebound and dealerships struggle to keep up with demand, 2022 is poised to be another exciting year with new and updated models in every segment vying for your attention and hard-earned dollars.

Whether you are new to riding or have thousands of miles in your rear-view mirror, regardless of where your two-wheeled pursuits are destined, 2022 promises to be a great year to buy a new bike.

Here is a look at a few of the bikes that will be in search of new garages this season. Will one of these follow you home?

PHOTO: BMW PRESS CLUB CANADA

SCAN ME FOR MORE INFORMATION

YAMAHA MT-10 SP Yamaha’s flagship hyper naked motorcycle, the MT10, receives multiple updates for 2022 including the introduction of a top-spec SP model. Built around the R1-derived 998 cc inline four-cylinder engine, for 2022 the MT-10 gets a boost in power to 164 horsepower from the Euro 5 compliant powerplant. Adjustments to the fuel tank surface and seat are also included for 2022 to enhance rider mobility. This latest model also receives a 4.2-inch full colour TFT display. Jumping up to the MT-10 SP adds Ohlins’ all-new six-mode electronically controlled spool valve suspension. This latest technology from Ohlins allows the rider to select between three automatic modes and three manual modes. When set to one of the automatic modes the suspension continually adjusts damping in real time to accommodate current requirements. The 2022 Yamaha MT-10 SP also includes an R1M-inspired colour scheme, belly pan and braided brake lines.

10 Inside Motorcycles

2022 Yamaha MT-10 SP MSRP: $21,099 Engine: Liquid-cooled, inline four-cylinder

Displacement: 998 cc Weight: 213 kg (470 lb), wet Seat Height: 835 mm (32.9 in) Fuel Capacity: 17 L

DUCATI DESERTX While Italy’s famous motorcycle manufacturer may be best known for its stunning red sportbikes, with the DesertX Ducati has clearly sent a message that there is much more to the company. Developed to handle the most aggressive off-road environments, the DesertX sits atop 21-inch front and 18inch rear wheels and a purpose-built frame.

Rally-inspired bodywork encompasses a 21-litre fuel tank while the windshield and dual LED headlights add to the minimalist look. The DesertX features 250 mm of ground clearance, and an inverted 46 mm Kayaba fork and rear monoshock are both adjustable and accommodate 230 mm of travel at the front and 220 mm at the rear. The DesertX is powered by the latest generation of Ducati’s 937 cc Testastretta 11-degree Desmodromic L-twin engine, which is 1.7 kilograms lighter than the previous version and contributes to the bike’s manageable 202 kg dry weight. A complete electronics suite including selectable riding modes, traction control, wheelie control, lean-sensitive ABS and an up-down quick shifter are also standard on the 2022 DesertX.

2022 Ducati DesertX MSRP: $19,295 Engine: Liquid-cooled, 90-degree L-twin

Displacement: 937 cc Weight: 202 kg (445 lb), dry Seat Height: 875 mm (34.4 in) Fuel Capacity: 21 L

HARLEY-DAVIDSON SPORTSTER S

2022 Harley-Davidson Sportster S MSRP: Starting at $17,999 Engine: Revolution Max 1250T Liquid-cooled 60-degree V-twin

Displacement: 1,252 cc Weight: 228 kg (503 lb), wet Seat Height: 752 mm (29.6 in) Fuel Capacity: 11.8 L

The introduction of the Sportster S represented a complete reimagining of Harley’s longest running model. Building on the success of the Pan America, the Sportster S is powered by a reworked version of the Revolution Max liquid-cooled V-twin engine producing 121 horsepower and 94 ft-lb of torque.

Featuring a complete suite of rider assists including lean-sensitive ABS and traction control as well as selectable and customizable ride modes, the Sportster S also features fully adjustable suspension, LED lighting and cruise control as standard equipment. Bluetooth connectivity allows the rider to pair the smartphone and receive turn-by-turn directions and moving maps on the unique four-inch round display and also utilize other features on their phone. Highmount exhaust, exposed rear tire, oversized front tire and the futuristic styling of the Daymaker headlight round out Harley-Davidson’s new vision of the Sportster.

InsideMotorcycles.com 11

2022 BIKE

SHOWCASE

2022 Kawasaki KLR650 MSRP: Starting at $7,499 Engine: Liquid-cooled, single-cylinder

Displacement: 652 cc Weight: 219 kg (483 lb), wet Seat Height: 870 mm (34.3 in) Fuel Capacity: 23 L

KAWASAKI KLR650 Making its return to the Kawasaki lineup in 2022 following a brief hiatus is the KLR650. Long heralded as the equivalent of a Swiss Army knife for dual sport riding, the KLR650 has a reputation of being affordable, reliable and unstoppable. While one of the most notable changes to the reintroduced model is the move to fuel injection to feed the 652 cc single-cylinder engine, the 2022 KLR650 incorporates a number of new features aimed at improving its long-distance performance and comfort, including rubber-mounted footpegs and handlebar, taller windscreen and an improved generator to accommodate accessories. Visually, the 2022 KLR650 receives a complete update with new colours and all-new fairing and plastics as well as a reshaped fuel tank which increases the useable volume. In addition to the base model, for the first time ever the KLR650 is available with optional ABS.

BMW K 1600 GTL For over a decade the K 1600 GTL has represented the epitome of touring motorcycles and BMW’s fully dressed tourer gets a makeover for 2022 starting with its powerplant. Revised to meet Euro 5 requirements, the six-cylinder engine now achieves its maximum power output of 160 horsepower 1,000 rpm sooner and gets a boost in torque to 133 ft-lb. The updated K 1600 GTL also features BMW’s next-generation electronic suspension with automatic load compensation. Full LED lighting including an all-new adaptive headlight are also standard features. A new 10.25-inch TFT colour display with integrated map navigation anchors the cockpit which has been upgraded to provide more comfortable ergonomics. In addition to the base model, the 2022 K 1600 GTL is available in BMW’s Exclusive trim featuring additional chrome components and colours as well as the limited-edition Option 719 model.

12 Inside Motorcycles

2022 BMW K 1600 GTL MSRP: $33,595 Engine: Oil/water-cooled, inline six-cylinder

Displacement: 1,649 cc Weight: 358 kg (789 lb), wet Seat Height: 750 mm (29.5 in) Fuel Capacity: 26.5 L

KTM 390 ADVENTURE The small-displacement member of KTM’s adventure family receives upgrades for 2022 targeted at enhancing the 390 Adventure’s off-road capabilities. The bike’s electronics suite, which includes lean sensitive ABS, has been expanded to include multiple modes for traction control allowing the rider to select the off-road mode in situations where allowing additional rear-wheel slip can improve stability. The 2022 model also receives new cast five-spoke wheels, which have been designed to provide additional stiffness to accommodate rougher terrain. Visually, the 2022 KTM 390 Adventure receives revised rally-inspired bodywork as well as a new graphics package.

2022 KTM 390 Adventure MSRP: $7,449 Engine: Liquid-cooled, single-cylinder

Displacement: 373 cc Weight: 158 kg (348 lb), dry Seat Height: 855 mm (33.7 in) Fuel Capacity: 14.5 L

SUZUKI KATANA

2022 Suzuki Katana MSRP: $17,199 Engine: Liquid-cooled, inline four-cylinder

Displacement: 999 cc Weight: 215 kg (474 lb), wet Seat Height: 830 mm (32.7 in) Fuel Capacity: 12 L

Fans of the Suzuki Katana, which first made headlines in 1981, were rewarded when it was reintroduced as a 2020 model. Just two short years later, the engineering and design teams at Suzuki have rolled out a series of updates for the 2022 model year. Compliance with Euro 5 emissions standards sees multiple updates to the Katana’s 999 cc liquid-cooled inline-four engine for 2022 while the switch to ride-bywire throttle enables the introduction of Suzuki Drive Mode Selector, which offers three distinct settings of throttle response and power delivery. Also new for 2022 is a bi-directional quick shifter, Suzuki’s clutch assist system and an updated traction control setup. Visually the latest Katana features updated colours and new decorative trim as well as updates to the LCD instrumentation.

Watch for the new Katana to arrive in dealerships in early 2022.

InsideMotorcycles.com 13

2022 BIKE

SHOWCASE

2022 Can-Am Ryker Rally MSRP: $16,999 Engine: Rotax 900 Ace inline-triple

Displacement: 899 cc Weight: 303 kg (668 lb), wet Seat Height: 676 mm (26.6 in) Fuel Capacity: 20 L

CAN-AM RYKER RALLY For 2022 the Can-Am Ryker Rally reiterates its versatility with a series of upgrades focused on enhancing its off-road capabilities.

Ensuring that the Ryker Rally is prepared for every adventure the high-performance adjustable KYB suspension is upgraded for 2022 adding an inch of travel and increasing ground clearance to 122 mm. Rally tires on reinforced rims, skid plate, hand protection and a pre-filter on the air intake add to the Ryker Rally’s off-road focus.

Updated ergonomics include a new handlebar, lower footpegs and a new seat, all designed to accommodate easier rider movement.

Visually, the Ryker Rally’s hood is new for 2022 as is an integrated LED headlight. The Rotax 900 Ace inline-triple engine remains untouched from 2021, but the 2022 model gains an Akrapovic silencer.

BETA RR 300 The RR 300 kicks off the 2022 model year with an allnew engine that features revised bore and stroke as well as a new crankshaft, piston and valves. An updated ECU map is also included, targeting a more linear powerband and smoother throttle response. The 300 RR also receives a three-way adjustable diaphragm clutch for 2022, designed to provide lighter clutch pull. The fully adjustable Sachs ZF suspension has been updated with revised valving in the front fork tubes and new settings for compression damping on the rear piggyback reservoir shock. Updated graphics and a new red seat round out the updates to the 2022 Beta 300 RR. 14 Inside Motorcycles

2022 Beta RR 300 MSRP: TBD Engine: Liquid-cooled, single-cylinder, 2-stroke

Displacement: 292.6 cc Weight: 103.5 kg (228 lb), dry Seat Height: 950 mm (37.4 in) Fuel Capacity: 9.7 L

Maple Ridge Motorsports 20430 Lougheed Hwy Maple Ridge, BC 877-546-6384 mapleridgemotorsports.com

Bob’s Motorsport Ltd. 615 St. Clair Street Chatham, ON 519-354-6377 bobsmotorsport.com

McKee Sport & Garden 950 James Street Delhi, ON 519-582-3100 mckeekawasaki.ca

Wighty’s Repairs Inc. 122 Huron Rd Hwy 8 Mitchell, ON 519-348-0404 wightysrepairs.com

Turple Bros. Ltd. 75 Leva Ave. Red Deer County, AB 403-346-5238 turplebros.ca

Xtreme FX Motorcycles & Powersports 2800 Deziel Dr. Windsor, ON 519-727-6840 xtremefx.ca

Xtreme FX Motorcycles & Powersports 2800 Deziel Dr. Windsor, ON 519-727-6840 xtremefx.ca

Burnaby Kawasaki 7771 Edmonds St. Burnaby, BC 604-525-9393 burnabykawasaki.com

Tri-City Cycle & Sport Inc. 351 Weber St. N Waterloo, ON 519-884-6410 tricitycycle.ca

InsideMotorcycles.com 15

2022 BIKE

SHOWCASE

2022 Kawasaki Z650RS MSRP: Starting at $9,999 Engine: Liquid-cooled, parallel-twin

Displacement: 649 cc Weight: 187 kg (412 lb), wet Seat Height: 800 mm (31.5 in) Fuel Capacity: 12 L

KAWASAKI Z650RS Adding to its stable of retrothemed motorcycles, Kawasaki has introduced an all-new model, the 2022 Z650RS. Representing a combination of old-school styling with modern-day technology and convenience, the Z650RS is based on Kawasaki’s proven Z650 platform including its chassis and 649 cc parallel-twin powerplant. Where the Z650 features a more aggressive streetfighter riding position, the RS model is focused on comfort with a wide flat handlebar that is higher and positioned closer to the rider. Similar to the Z900RS, the gas tank, seat, round headlight and bullet-shaped gauges provide the retro-themed visual, while modern elements including LCD instrumentation, ABS brakes, LED lighting and an assist and slipper clutch ensure that the Z650RS is a reflection of the best of both worlds.

DUCATI STREETFIGHTER V2 With the debut of the Streetfighter V2, Ducati offers naked sportbike fans a more practical and approachable addition to its Streetfighter lineup. Built from the Panigale V2 platform, fairings are eliminated on the Streetfighter V2 and clip-ons replaced with a high, wide handlebar. Producing 153 horsepower and 74 ft-lb of torque, the Streetfighter V2’s 955 cc Superquadro engine is designed to accommodate the requirements of riding on both the street and the track. Dual front 320 mm discs and a 245 mm rear disc are paired with Brembo calipers for stopping power and the suspension is comprised of a 43 mm Showa BPF front fork and Sachs rear shock. The Streetfighter V2 features selectable riding modes and a six-axis IMU controls a full complement of electronic rider assists including traction control, wheelie control and lean-sensitive ABS. A bi-directional quick shifter is also standard on the 2022 Streetfighter V2.

16 Inside Motorcycles

2022 Ducati Streetfighter V2 MSRP: $18,995 Engine: Liquid-cooled, Superquadro V-twin

Displacement: 955 cc Weight: 177 kg (390 lb), dry Seat Height: 845 mm (33.3 in) Fuel Capacity: 17 L

a division of Rogers Insurance

InsideMotorcycles.com 17

2022 BIKE

SHOWCASE HUSQVARNA NORDEN 901

2022 Husqvarna Norden 901 MSRP: $15,199 Engine: Liquid-cooled, parallel-twin

Developed with the capabilities to handle a variety of terrain, the production version of Husqvarna’s eagerly anticipated Norden 901 has arrived as a 2022 model.

Powered by an 899 cc parallel-twin engine, the Norden features a lightweight steel trellis frame. Large diameter 21-inch front and 18-inch rear tubeless spoked wheels combine with adjustable WP Apex suspension with 220 mm of travel, allowing the Norden to tackle even the roughest obstacles. Lean sensitive traction control and lean sensitive ABS with off-road mode provide further assistance. Selectable ride modes (Street, Rain, Off-Road) allow the rider to adjust the Norden’s throttle response, power delivery and traction to the riding environment, with an optional Explorer mode allowing for direct control over all functions. Designed with long distance travel in mind, a 19-litre fuel tank allows the Norden to travel up to 400 kilometres between fill-ups. The optional Ride Husqvarna Motorcycles app Displacement: 899 cc accommodates the pairing of smartphones Weight: 204 kg (450 lb), dry to the Norden allowing access to phone and Seat Height: 854 mm (33.6 in) music as well as turn-by-turn navigation disFuel Capacity: 19 L played on the bike’s full-colour TFT display.

GASGAS TXT RACING 300 The sport of trials riding requires a focus on minimalist design, power and precision handling in a lightweight compact package. The 2022 GasGas TXT Racing 300 has been created to meet these criteria. Centred around a 294 cc liquid-cooled twostroke Euro 5 compliant motor that is housed in a lightweight chrome-moly steel frame, the TXT Racing 300 utilizes premium components including Tech fork and Ohlins rear shock as well as brakes and a hydraulic clutch from Braktec. Minimal bodywork, including a 2.4-litre fuel tank round out the 2022 GasGas TXT Racing 300.

2022 GasGas TXT Racing 300 MSRP: $9,199 Engine: Liquid-cooled, single-cylinder, 2-stroke 18 Inside Motorcycles

Displacement: 294.1 cc Weight: 69.4 kg (153 lb), dry Seat Height: 630 mm (24.8 in) Fuel Capacity: 2.4 L

InsideMotorcycles.com 19

2022 BIKE

SHOWCASE

2022 Yamaha XSR900 MSRP: $12,299 Engine: Liquid-cooled, inline three-cylinder

Displacement: 889 cc Weight: 193 kg (425 lb), wet Seat Height: 810 mm (31.9 in) Fuel Capacity: 14 L

YAMAHA XSR900 Following a successful six-year run, Yamaha’s XSR900 receives a complete overhaul for the 2022 model year. While design elements of the XSR900 have been updated to pay homage to motorcycles of the 1980s, substantial updates await below the surface. Housed in an all-new lightweight aluminium frame, is the newly developed 889 cc liquid-cooled inline three-cylinder Euro 5 compliant engine, which was introduced in the 2021 MT-09. The new engine delivers a seven percent increase in maximum torque as well as an additional four horsepower. The XSR900 also receives the same updated electronics package found in the MT-09, including switchable engine modes, traction control, slide control, wheelie control, ABS and a quick shifter. The XSR900 also features a 3.5-inch TFT display and all LED lighting.

HARLEY-DAVIDSON PAN AMERICA Originally introduced at the 2019 EICMA show in Milan, Italy, production models of Harley-Davidson’s Pan America arrived in showrooms in early 2021 and quickly became one of the best-selling models in the company’s storied history. Powered by a Revolution Max engine capable of producing 150 horsepower and 94 ft-lb of torque, the Pan America marked Harley’s expansion into the popular adventure riding segment. In addition to the features of the base model, the Pan America Special includes semi-active electronic suspension, tubeless spoked wheels, adaptive headlight, aluminum skid plate and Harley’s proprietary Adaptive Ride Height system as standard equipment.

In conjunction with the launch of 2022 Harley-Davidson Pan America the Pan America, Harley-DavidMSRP: Starting at $21,599 son has introduced a complete Engine: Revolution Max 1250 lineup of gear and accessories Liquid-cooled 60-degree V-twin tailored to adventure riding.

20 Inside Motorcycles

Displacement: 1,252 cc Weight: 242 kg (534 lb), wet Seat Height: 869 mm (34.2 in) Fuel Capacity: 21.2 L

Creation MGT

22

FACTORY

MY

4T STROKE

250 I 300

SEF FACTORY

PERFORMANCE & PRECISION 2T STROKE

250 I 300

SE FACTORY

• New 2022 graphics kit •New diamond pattern gray SELLE DALLA VALLE seat • KYB closed cartridge suspension units • KYB shock absorber • Akrapovič titanium exhaust (4T only) • AXP 6 mm skid plate • GALFER front brake disc • New ergonomic NEKEN handlebar pad • Expansion tank and radiator fan • New BREMBO brake pads

KENCO MOTORCYCLES

MOUNTAIN’S EDGE CYCLE & SLEDS

MOTO FALARDEAU

LAPOINTE SPORTS LOUISEVILLE

Sooke/BC (250) 642-3924

Sundre/AB (403) 638-3885

Mont-Laurier/QC (819) 440-4500

Louiseville/QC (819) 228-5267

ON THE PIPE PERFORMANCE

JACK CARTER POWERSPORTS SOUTH

MOTOPLEX

UNIVERS TRACTION SPORTS

Squamish/BC (604) 892-0330

Calgary/AB (403) 230-7777

Mirabel+St-Eustache/QC (450) 565-6000

Château-Richer/QC (418) 972-3334

HONDA CENTRE

C AND C RENTALS LTD

MOTO DUROY

CENTRE DU SPORT LAC ST-JEAN

Burnaby/BC (604) 293-1022

Brandon/MB (204) 728-2699

Mercier/QC (450) 692-6222

Chambord+Alma/QC (418) 662-6140

RIDERS EDGE PERFORMANCE

QUAD EXPERT

ESKAPE

CAPLAN MECANIQUE SPORTS

Vernon/BC (250) 542-0269

Hammond/ON (613) 487-7823

Chambly/QC (450) 593-1213

Caplan/QC (418) 388-2231

SHERCO.COM

SHERCOCANADA SHERCO_CANADA

2022 BIKE

SHOWCASE

2022 BMW R18 Transcontinental MSRP: $29,695 Engine: Air/oil-cooled, twin-cylinder boxer

Displacement: 1,802 cc Weight: 427 kg (941 lb), wet Seat Height: 740 mm (29.1 in) Fuel Capacity: 24 L

BMW R18 TRANSCONTINENTAL Built to accommodate long distance touring on the open roads of North America, BMW has expanded their R18 lineup with the all-new R18 Transcontinental.

Featuring a large handlebar-mounted fairing and hard-shell 27-litre saddlebags and 47-litre top case with integrated pillion back rest, the R18 Transcontinental offers capacity for weekend getaways as well as epic cross-country trips. The large 24-litre fuel tank allows for maximum time between fuel stops. A heated seat along with rider and passenger running boards ensure comfort for long days in the saddle.

Selectable ride modes, ABS and BMW’s Automatic Stability Control (ASC) as well as cruise control are standard equipment with active cruise control available as an option. The Transcontinental’s infotainment system is centred around a 10.25-inch TFT display and utilizes audio components from Marshall with optional four- and six-speaker setups.

HUSQVARNA FE 501S Husqvarna’s large displacement thumper FE 501s dual sport offers riders all the off-road performance of the brand’s FE enduro models in a street legal package and for 2022 this popular model receives a series of upgrades. Consistent with all models in Husqvarna’s off-road lineup, the FE 501s switches to a Braktec hydraulic clutch system for 2022. In addition, the FE 501s will also utilize Braktec brake systems front and rear along with new GSK wave discs. Multiple revisions have been made to the damping and action of the WP Xplor front fork and rear shock for improved performance and rider feedback.

Along with the rest of the company’s off-road stable, 2022 Husqvarna FE 501s the FE 501s also receives upMSRP: $13,549 dated colours and graphics Engine: Liquid-cooled, for the 2022 model year with single-cylinder grey and yellow accents.

22 Inside Motorcycles

Displacement: 510.9 cc Weight: 112 kg (247 lb), dry Seat Height: 950 mm (37.4 in) Fuel Capacity: 9 L

KISKA.COM Photo: R. Schedl

THE MOST EPIC ROADS ARE

OFFROAD

The new KTM 1290 SUPER ADVENTURE R allows you to take aim at the horizon and choose the road more adventurous. The reaffirmed ultimate all-terrain powerhouse features reworked ergonomics, updated electronics, and a refined powerplant to enhance your ride.

SEE MORE AT KTM.COM Please make no attempt to imitate the illustrated riding scenes, always wear protective clothing and observe the applicable provisions of the road traffic regulations!

The illustrated vehicles may vary in selected details from the production models and some illustrations feature optional equipment available at additional cost.

2022 RD 1

Grand Bend Motorplex, ON.

RD 2

Calabogie Motorsports Park, ON.

with

RD 3

Atlantic Motorsport Park, N.S.

SOCIETY OF ARL

RD 4

Canadian Tire Motorsport Park, ON.

JUNE 9 —12 with

PRO 6 GP

JULY 9 —10 JULY 21 —24 AUG 13 —15

2022 BIKE

SHOWCASE

2022 KTM 1290 Super Adventure S MSRP: $21,499 Engine: Liquid-cooled, LC8 V-twin

Displacement: 1,301 cc Weight: 220 kg (485 lb), dry Seat Height: 849 mm (33.4 in) Fuel Capacity: 23 L

KTM 1290 SUPER ADVENTURE S Recognizing that individual riders have different expectations and uses of their adventure bikes, KTM introduced the street-biased 1290 Super Adventure S in 2017. Designed to handle long-distance road trips while maintaining the ability to handle moderate off-road environments, the 2022 model features multiple upgrades aimed at improving both performance and comfort. In addition to revised ergonomics, which include a new fuel tank, updated bodywork and lower seat, the 2022 1290 Super Adventure S receives the next generation of semi-active suspension from WP. Upgraded electronics include a reworked traction control system and a radar-based adaptive cruise control. The front LED cornering headlight has been redesigned to accommodate the cruise control’s front radar sensor.

Controlling all the technology, an all-new seven-inch TFT display and revised handlebar-mounted switches have been designed to improve the rider interface.

SHERCO 300 SEF RACING French manufacturer Sherco continues to utilize data from their successful racing efforts to refine and elevate their off-road machines.

For 2022 this includes updates to 300 SEF Racing model. Part of the brand’s base-level Racing lineup, the four-stroke enduro now shares premium KYB suspension with the higher-spec Factory models.

The motor also gets an update for 2022, with a larger water jacket in the cylinder head for improved cooling as well as a new crankshaft.

Upgraded Brembo brake pads are added for 2022 for improved grip and more progressive engagement.

The 2022 Sherco 300 SEF Racing features updated graphics created with InMold technology, which creates a more scratch resistant surface by injecting the graphic directly into the plastic mold.

26 Inside Motorcycles

2022 Sherco 300 SEF Racing MSRP: TBD Engine: Liquid-cooled, single-cylinder, 4-stroke

Displacement: 303.7 cc Weight: TBD Seat Height: 950 mm (37.4 in) Fuel Capacity: 9.7 L

2022 BIKE

SHOWCASE

2022 GSX-S1000 MSRP: $13,999 Engine: Liquid-cooled, inline four-cylinder

Displacement: 999 cc Weight: 214 kg (472 lb), wet Seat Height: 810 mm (31.9 in) Fuel Capacity: 19 L

SUZUKI GSX-S1000 The 2022 Suzuki GSX-S1000 represents the first major update since the introduction of this model in 2015. In addition to the 999 cc liquid-cooled inline four-cylinder which has been updated to widen the powerband and meet Euro 5 emissions standards, the GSX-S1000 also gains a slipper cutch and bi-directional quick shifter for 2022. Built around an updated ride-bywire throttle setup, the 2022 GSX-S1000 features the latest Suzuki Intelligent Ride System updates including selectable drive modes, traction control, low-rpm assist and Suzuki Easy Start System. Updated styling is centred around a new minimalist cowling with stacked LED headlights enhancing the street fighter stance of the GSX-S1000. For riders focused on sport touring, Suzuki has also introduced the all-new full fairing GSX-S1000GT and GSX-S1000GTA versions of the GSX-S1000.

TRS ONE R 300 Developed with novice and club racers in mind, the TRS One R 300 integrates the latest technical innovations from the brand’s lineup of competition-ready championship-winning motorcycles into an easy-to-ride trials bike.

Powered by a low-compression two-stroke single-cylinder engine, newer riders will benefit from the soft consistent power delivery.

Suspension is provided by Tech front fork and a Reiger one-way rear shock absorber. Featuring a natural anodized frame, the One R 300 receives an updated graphics package for 2022. As an added bonus, the 2022 TRS One R 300 can also be purchased with an optional electric start.

28 Inside Motorcycles

2022 TRS One R 300 MSRP: TBD Engine: Liquid-cooled, single-cylinder, 2-stroke

Displacement: 294.1 cc Weight: 66 kg (146 lb), dry Seat Height: 640 mm Fuel Capacity: 2.5 L

2022 YAMAHA MOTORCYCLES Rider Centric Performance Advanced Power I Razor Sharp Handling I Next Generation Styling

Dewildt Marine & Powersports 1982 Commerce Park Dr. Innisfil, ON 1-888-656-8680 dewildtmarine.com

Bob’s Motorsport Ltd. 615 St. Clair Street Chatham, ON 519-354-6377 bobsmotorsport.com

Dewildt Marine & Powersports 1300 Highway 7 East Peterborough, ON 1-844-291-6330 dewildtmarine.com

Tri-City Cycle & Sport Inc. 351 Weber St. N Waterloo, ON 519-884-6410 tricitycycle.ca

Discover More Yamaha – Genuine Parts & Accessories, Service and Finance

Southwest Marine + Powersports 94 London Road Hensall, ON Southwestmap.com 519-262-3634

Jack Carter Powersports Calgary, AB N: 630 46 Ave NE. #117 403-277-0099 jcpowersportsnorth.com S: 15220 Shaw Rd SE. 403-230-7777 jcpowersportssouth.com

McKee Sport & Garden 950 James Street Delhi, ON 519-582-3100 mckeeyamaha.ca

Professional rider depicted on closed course. The riders shown are highly skilled, professional riders, and their actions are not intended to be duplicated in any way. Ride within the limits of your skills and experience, never beyond them. Never engage in stunt driving or riding. Avoid excessive speed. Always wear required and/or recommended riding gear. Never drive or ride under the influence of alcohol and/or drugs. Ride safely, respect and protect the environment, and observe all provincial and local laws. Beginners should be extremely cautious and allow extra time and distance for manoeuvring and braking. Yamaha recommends taking an approved training course. Read your owner’s manual and product labels, and inspect your Yamaha vehicle before operation. Some U.S. models and/or optional accessories may be shown.

2022 GEAR

All prices in Canadian dollars unless otherwise specified

GUIDE

FIVE URBAN WP GLOVES

Designed for urban use, the Five Urban WP gloves feature long, sleek cuffs, offering the rider maximum protection that can be worn either over or underneath your jacket’s sleeve. The gloves’ 5_Drytech membrane keeps hands dry in the rain while a PVC upper shell underneath the leather and semi-flexible TPR palm shell are included for enhanced safety. The accordion gusset on the wristband, coupled with a Velcro adjustment tab, makes it easy to slip on and adjust to your hand. The Urban WP gloves also feature the Touch Screen system, which allows you to activate your GPS or smartphone screens. It’s so practical not to have to take off your glove to make a call or find your way through the urban jungle. Available in sizes S to 3XL. Further information: www.motovan.com.

MSRP: $139.99

KTM MOTO-9 FLEX HELMET

Gear up for the extremes with the KTM Moto-9 Flex Helmet, created exclusively for KTM by Bell.

This premium race proven MX helmet, created from a lightweight composite Tri-Matrix shell, provides optimal protection and fit along with its excellent air flow due to the Velocity Flow ventilation system to ensure that you stay cool on the most extreme rides. The fully adjustable visor utilizes QuickFlip screws for easy adjustment even with gloves on. The removable X-Static XTC liner is washable, perfect for maintaining your helmet after a long day on the bike. The KTM Moto-9 Flex helmet is Snell M2015 certified and available in sizes XS to XXL Further information: www.ktm.com/en-ca.

MSRP: $819.99

30 Inside Motorcycles

HARLEY-DAVIDSON AURORAL II 3-IN-1 LEATHER JACKET

Built to handle the changing conditions that can occur during a day of riding, Harley-Davidson has created the Auroral II 3-in-1 leather jacket. This restyled version of Harley’s original Auroral leather jacket is engineered with a list of impressive features. From stay-cool vents and a stay-warm removable windproof fleece hoodie to an action back and body armour pockets, it’ll keep you logging miles more comfortably. It’s also equipped with plenty of zippered pockets to secure your belongings. 3M reflective detailing ensure that the rider and their devotion is visible, day or night. Available for both men and women in men’s sizes S to 5XL (regular and tall) and ladies’ XS to XL. Further information: www.harley-davidson.com/ca.

MSRP: $717.95 (men’s) and $684.95 (ladies’)

S100 TOTAL CYCLE CLEANER

If you’ve been using a bucket of car suds or a quick detailer, chances are you’ve been missing the most important and threatened places on your bike: hidden nooks and crannies where dirt can hide. Dirt traps moisture and the moisture can’t dry out. The result is corrosion, rust and tarnish and you can’t even see it happening! S100 Total Cycle Cleaner works differently by creeping in to find the hidden soils you can’t see, then penetrating and loosening them so a sharp stream of water can remove them. The result is a bike that is clean everywhere, not just where you can see it. Simply put, it’s better for your bike.

Contact your local dealer for pricing on the full range of S100 Cycle Care Products

InsideMotorcycles.com 31

2022 GEAR GUIDE

COUNTERACT READY-BALANCE TUBES

This new line of tubes is not like any other on the market; in fact, Counteract Ready-Balance Tubes are the industry’s first ever pre-balanced motorcycle inner tube!

Each high-quality butyl inner tube comes pre-loaded from the factory with Counteract’s patented internationally successful balancing beads.

Now you can simply buy your tube with Counteract already installed. Perfect for on-road and off-road applications, these tubes are sure to provide you with the best possible wheel, tire and complete wheel assembly balance.

MSRP: Starting at $25.00

MAXIMA OIL V-TWIN FULL SYNTHETIC MOTOR OIL

Full synthetic, ester-fortified four-stroke engine oil specifically formulated for V-twin engines. Synthetic, oxidatively-stable formulation combines surface-active esters with a shear-stable polymer system to provide excellent film thickness and viscosity stability across all operating temperatures. Advanced, proprietary additive system with industry leading extreme pressure and anti-wear protection keeps your engine running clean, trouble-free and extends the life of the machine.

Exceeds the requirements of API SN PLUS / JASO MA2.

Contact your local dealer for pricing

32 Inside Motorcycles

2022 GEAR GUIDE

SW MOTECH LEGEND GEAR LT1 TANK BAG

Strong magnets give the LT1 tank bag a sturdy hold, even on uneven terrains. Its sophisticated base-plate design allows it to be released from the tank without exerting excessive force. The Legend Gear tank bag is ideal for classic motorcycles such as the Scrambler and Café Racer. This SW-Motech tank bag is made from napalon synthetic leather and waxed canvas with splashproof inner lining. The waterproof rain cover with clear PVC window provides additional weather protection. Thanks to the sturdy carrying handle, the tank bag can be easily transported. Compatible with nearly any steel tank.

Available in brown or black.

For more information: www.motovan.com.

MSRP: $163.95

DUCATI HORIZON V2 HELMET

Designed by Drudi Performance exclusively for Ducati, the new Horizon V2 modular helmet is a perfect blend of style and safety created to meet the unique needs of touring enthusiasts. The construction of the outer shell, made of Ultra Carbon combined with aramid and glass fibres, ensures resistance and protection. Thermoregulatory active carbon filaments, which are antistatic and dissipative, form the internal Carbon Fitting padding. The cap features an innovative mesh design, which increases the amount of air circulating around the top of the head, keeping it cool and dry. An ultra-wide visor surface guarantees excellent visibility and maximum safety when riding and the included sun visor offers excellent protection from UV rays and can be easily disassembled for maintenance and cleaning. The chin guard has a mechanism that allows the front section of the helmet to be contained when raised, thus reducing the “sail” effect. The helmet is prepared for the use of the N-com B-902X communication system. Available in sizes XS to XXXL. For more information: www.ducati.com/ca.

MSRP: $999.00

34 Inside Motorcycles

Let’s Ride!

Penticton is the perfect hub for a variety of short, medium and full-day rides from excellent paved roads to well maintained dirt roads, you’ll be sure to find a ride just for you!

DOWNLOAD YOUR RIDE GUIDE AT

VISITPENTICTON.COM/MOTORCYCLE-TOURING/

@visitpenticton | #visitpenticton

2022 GEAR GUIDE

TCX STREET 3 WATERPROOF SHOES

Offering a high level of comfort for riding and walking, the TCX Street 3 waterproof shoes provide motorcyclists with a stylish footwear option that also includes premium safety features. A midsole with Zplate shank optimizes front flexibility and transverse rigidity, while reinforcements on the ankle (with D3O inserts) as well as the toe and heel provide optimal protection. T-Dry waterproof membrane and a wear-resistant rubber Groundtrax outsole, designed to offer a superior stability, combine to keep feet dry in the event of inclement weather. An OrthoLite footbed with long term cushioning and high levels of breathability adds to the shoes’ overall comfort. Available in sizes 5 to 13 and a variety of colours including black, black/white, green/brown and brown.

For more information: www.motovan.com.

MSRP: $269.99

MICHELIN ROAD 6 TIRE

The new Michelin Road 6 tire brings enthusiasts multiple new features designed to improve wet grip, longevity and appearance on a range of motorcycles. The new tire, available now, is designed to improve performance for roadster, trail, sport and GT motorcycles and is available in the standard Michelin Road 6 tire range, as well as the Michelin Road 6 GT tire range for larger, heavier touring motorcycles. The new tire range comprises six front and eight rear sizes, while the GT tire range is available in one front and three rear sizes. This complete range provides fitments for everything from small roadsters such as the KTM 390, through trail bikes, and up to GT machines such as the BMW K1600 GT/GTL. For more information: www.michelin.ca Visit your local Michelin dealer for pricing.

36 Inside Motorcycles

InsideMotorcycles.com 37

2022 HIGH-TECH

ACCESSORIES HIGH TECH FOR A BETTER RIDE

Depending on your age, it is easy to remember a time when disc brakes or cruise control were considered leading edge. Today, as the pace of development and the introduction of technology continues to accelerate, we are able to go further, faster and safer, than we imagined even a few years ago. Whether it is electronic suspension systems that automatically adjust to the riding environment, adaptive cruise control, an adventure bike that lowers itself as it comes to a stop or the rider aids that become more sophisticated and intuitive with each passing model year, the motorcycle has come a long way. Of course, it is not just the motorcycle itself that continues to evolve. This focus on innovation is also evident in the gear and accessories that we use in our two-wheeled pursuits. Here is a look at some of the items that are waiting for you.

AIRBAG SYSTEMS

Since their introduction in the early 1970s airbags have grown to become mandatory equipment in all cars and trucks produced for the North American market. Given the ability of this technology to reduce the frequency of fatalities and serious injuries, the pursuit of a similar safety feature for motorcyclists was a natural progression. While Honda responded with the introduction of their motorcycle airbag system in the 2006 Gold Wing, its effectiveness was limited to frontal collision and provided no additional protection for crashes or incidents involving side or rear impact or when the rider became separated from the motorcycle.

In response to the unique requirements of motorcycling, subsequent systems were developed where the airbag was removed from the vehicle and incorporated into the rider’s gear. While initial systems were activated by a tether secured to the bike, this proved to have limitations and current stand-alone systems now utilize internal components such as accelerometers, gyroscopes and GPS sensors to continually monitor and identify when a crash is occurring. In the event of a crash the airbag will fully deploy within 30 milliseconds – for reference the blink of a human eye takes between 300 and 400 milliseconds.

Initially used and further developed in the highest levels of road racing since 2007, this racetrack derived technology is now available to consumers in a variety of formats including racing suits and jackets as well as vests that can be worn over or under jackets.

(Right) Airbag technology is seamlessly integrated into this racing suit from Dainese.

38 Inside Motorcycles

InsideMotorcycles.com 39

2022 HIGH-TECH

ACCESSORIES

APPS FOR YOUR BIKE

Even though our smartphones are already flooded with applications to assist with every aspect of our everyday lives, there are more than a few that warrant consideration as additions to your collection.

The most basic of OEM apps allow you to pair your smartphone to the motorcycle for the purpose of receiving turn-by-turn directions, receiving phone calls or accessing the phone’s music library. As motorcycles have continued to become more sophisticated, so have the ability of the OEM applications with some able to provide reminders of service intervals, record performance data such as lean angle, turn the security system on and off, and even configure the bike’s parameters or adjust engine tuning.

While OEM apps may include some form of navigation element, the ability to share data In addition to planning, recording and and routes is typically restricted to those riding the same brand. It is a great big world out there sharing routes, several apps have the capacity to record data including time, with more routes than is are possible to know and the ability to share information with fellow distance travelled and average speed. riders is a natural way to plan rides. With community-based apps like Rever, East Sleep Ride and Scenic, routes for afternoon rides or epic cross-country adventures can be customized with assistance from thousands who have ridden there before. Adventure riders will be pleased that Rever and Scenic feature both on- and off-road routes.

Adding to its value, Eat Sleep Ride now includes access to Crashlight. Designed specifically for motorcyclists, Crashlight uses the accelerometer, GPS and gyroscope technology resident in your smartphone to determine if the rider has been in a crash and automatically notifies three preset contacts along with the rider’s last known location.

With the growing popularity of motorcycles as commuter vehicles, don’t forget about the apps that have been designed to help you navigate the day-to-day challenges of urban traffic. While applications like Waze may seem more at home in your car, the ability to access real-time traffic information is equally important to motorcyclists and possibly even more so when encountering inclement weather such as an unexpected summer rainstorm.

Track day enthusiasts are also able to draw upon the power of their smartphone with applications like Diablo Super Biker offering lap timers, telemetry information (i.e. lean angle) and data logging. In addition, apps like Track Day Genius and TrackAddict also incorporate the option to capture and share video.

COMMUNICATION SYSTEMS Sena’s 50S Bluetooth headset features the latest communication technology.

40 Inside Motorcycles

Even though helmet communication systems have been around for several years, this is an area where advancements in technology seem to deliver new products and options every season. What started out as rudimentary hard-wired set ups to accommodate conversation between rider and pillion has grown into elaborate wireless systems that allow multiple riders to communicate across distances spanning multiple kilometres. Some systems can allow riders to receive and make phone calls, listen to and dictate text messages, access navigation systems and even integrate with video cameras for audio recording with several manufacturers offering all-in-one setups with audio and video in a single unit.

The advancements in communication systems have also given rise to the smart helmet, with manufacturers like Shoei and Sena developing products with the communication and video components seamlessly integrated into the helmet.

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InsideMotorcycles.com 41

2022 HIGH-TECH

ACCESSORIES TIRE PRESSURE MONITORING SYSTEMS (TPMS)

Within these pages we have often highlighted that maintaining tire pressure to the manufacturer’s specified levels is one of the simplest yet effective means to improving both the performance and safety of your motorcycle. However, tire pressure remains one of the most overlooked maintenance items. While more and more motorcycles are now offering built-in TPMS as either standard or optional equipment, for the majority of us checking tire pressure remains a manual process with an old-school gauge, until now…

Thanks to the availability of aftermarket TPMS solutions, keeping an eye on your tire pressure is easier than ever. For as little as $50 your motorcycle can be outfitted with replacement valve stem covers that communicate wirelessly to provide pressure data to a small monitor display or even to your smartphone or smartwatch. Depending on the system you choose, it may also include additional information such as temperature of your tires.

GPS TECHNOLOGY

Once a staple of futuristic spy movies, the ability to utilize the Global Positioning System (GPS) to pinpoint your exact location or plan a route from A to B has become commonplace in vehicles, smartphones and other devices. In addition, the cost of subscribing to a (Above) Multiple aftermarket GPS service has fallen to a point where the service is solutions make automated now often included for free as a standard map app on measurement of your tire your smartphone. However, that will only get you so pressure a reality. far. For those looking to travel beyond their local Tim Hortons, purpose-built motorcycle GPS systems from companies like Garmin, Magellan and TomTom offer features that are designed to accommodate the realities of both on- and off-road riding. With rugged shockproof and waterproof designs, touch screens that work with gloved fingers and more precise GPS technology, these devices are a must for serious travellers. Depending on the manufacturer, you may need to pay for map updates or premium features such as live traffic updates.

Another benefit of GPS technology is the ability to track your possessions. Equipping your motorcycle with a GPS tracker may very well be some of the best money you ever spend, especially in the event that your most prized possession is ever stolen. Add in the fact that many insurance companies will provide a lower rate for The Garmin Zumo XT GPS unit is designed specifically for motorcycle use. bikes equipped with a GPS tracker, not to mention that it also allows you to record and download your own travels, and this purchase is looking better all the time.

WHAT’S NEXT?

Looking into the future is never easy as no one seems to have perfected the crystal ball.

Will airbags replace traditional armour? Will the development of motorcycle-focused apps continue to grow, and if they do will the focus will be on the social aspect of motorcycling or practical solutions that will allow riders to make modifications such as ECU settings or mine IMU data? When will heads-up display become a reality in helmets?

No matter what your vision of the future, looking back over the history of motorcycles, emerging technology will continue to play a major role in its future. IM 42 Inside Motorcycles

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DEALER SPOTLIGHTS

STURGESS CYCLE See our ads on page 39 of the Showcase Issue

Info: www.sturgessonline.com or 888-421-3333 Location: 615 King Street West, Hamilton, ON As Canada’s oldest motorcycle dealership Sturgess Cycle knows a thing or two about motorcycling. With over 112 years of experience we are proud to offer new and used Triumph, Honda, Kawasaki, Suzuki and MV Agusta motorcycles.

We are located near the hipster central west end of Hamilton, just off the 403 making it easy for everyone to drop by for a visit.

Our staff are experienced, enthusiastic motorcyclists that can help you make the right choices from our large selection of the latest helmets, apparel and accessories from many of the top manufacturers. Our factory trained technicians will keep your motorcycle operating to the highest level of performance using genuine original manufacturer parts and the highest quality aftermarket lubricants and replacement parts. Riders serving riders since 1910.

GP BIKES

See our ad on pages 4-5 of the Main Issue Info: 866-475-7111 or www.gpbikes.com Location: 1100 Champlain Court, Whitby, ON GP Bikes’ journey began in the year 2000 with five used motorcycles, a 1200 square foot facility in Ajax, ON, one employee and a dream. While aiming to provide a well-rounded motorcycle dealership, GP Bikes underwent four renovations until the capacity of their small, strip-mall location just wasn’t enough. In 2011, GP Bikes moved to a 24,000 square foot mega-store in Whitby, ON and didn’t stop there. Since then, GP Bikes has added another 6,000 square feet to their service department and showroom to serve their customers better. In recent years, their expansion efforts have moved online as they have overhauled their website and added to their online catalogue in an effort to serve powersports enthusiasts across Canada. Their premium brand lineup has grown to include Ducati, Triumph, KTM, Honda and, most recently, Husqvarna and GasGas. Their apparel, parts and accessory offerings now include not only motorcycle items but also snowmobile, ATV/ UTV and even marine goods.

“Over the years, GP Bikes has grown from one employee to over 60 enthusiastic team members, excited to serve and discuss our shared powersports passion with you. We have built many friendships and truly appreciate that you have trusted our team members time and time again, to prepare you for the open road, race track, or trail.” said GP Bikes President Jerry Ordanis.

“I would like to personally thank my amazing team and you, our customers, for making GP Bikes a success. My desire is to continue to extend my appreciation to you with every encounter you have with us. Thank you for making GP Bikes your Powersports Authority.”

WEST CITY POWERSPORTS

See our ad on page 9 of the Showcase Issue Info: 613-966-8828 or www.westcitypowersports.ca Location: 676 Dundas St. West, Belleville, ON Located just a few minutes south of the 401 in Belleville, ON, West City Powersports is a full-line Honda dealer in the Quinte area, which is host to some great motorcycle routes and off-road trail systems. West City services and sells Honda motorcycles, ATVs, utility vehicles, marine and power equipment including generators, lawnmowers and snowblowers!

The company’s factory-trained service department offers while-you-wait oil changes and scheduled service appointments to get you back out and enjoying the ride, while the experienced parts staff is there to aid you in looking for parts for your winter build or finding the perfect gift for that hard-to-buy-for motor¬cycle or off-road enthusiast.

44 Inside Motorcycles

DEALER SPOTLIGHTS

TURPLE BROS. LTD. See our ads on page 37 of the Showcase Issue Info: 403-346-5238 or www.turplebros.ca Location: 175 Leva Ave, Red Deer County, AB Riding with Red Deer since 1956, Turple Bros. Ltd. is still family owned and operated, with its passionate founder, Glenn Turple, leading the way. What started as the dream of two brothers has turned into one of the most well-known powersports dealerships in Western Canada. Offering sales, service, accessories, parts and financing on a wide selection of new and used motorcycles, ATVs, UTVs personal watercraft and snowmobiles, Turple Bros. carries the latest models from leading brands including Honda, Suzuki, KTM, Can-Am and GasGas. When you visit Turple Bros. Ltd., you can feel confident that you will receive world-class customer service from experts in the industry who strive for excellence and value each person who walks through the doors. “Fairness and honesty have been important to the growth of Turple Bros.” says Glenn, “These should be key ingredients for any business.” Stop by today and be a part of the Turple Bros. legacy!

MISSION CYCLE

See our ad on page 9 of the Showcase Issue Info: 705-424-1515 or www.missioncycleangus.com Location: 215 Mill Street, Angus, ON Mission Cycle is located ten minutes west of Barrie, ON in the heart of some of the best riding in Southern Ontario. Mission is a full line dealership for KTM and GasGas motorcycles.

Built on honesty, trust and service excellence, Mission has been a part of the power sports industry for over 20 years. With a trusted team of professional enthusi¬asts, Mission Cycle will be able to facilitate your needs; whether that is for pure excitement or utility. Mission Cycle continues to be the leading suspension centre for Race Tech Suspension and WP Factory Service, offering complete tailored setup packages. Suspension services available for all makes and models of adventure touring, sport and dirt motorcycles, plus ATVs and snowmobiles. If you don’t know Mission Cycle, check out their website www.missioncycleangus.com, give them a call, or better yet, drop in for a visit and be a part of the Mission Cycle family.

INSIDE MOTORCYCLES

See our ad on page 41 of the Showcase Issue Info: www.insidemotorcycles.com Since 1998, Inside Motorcycles has been entertaining and informing Canadian motorcycle enthusiasts with an eclectic mix of articles, reports and features including new model tests, touring stories, adventure rides, product reviews, race coverage, industry news and tech articles.

Inside Motorcycles is available in digital form to fit your smartphone or tablet and breaking news can be found at www.insidemotorcycles.com.

To subscribe or renew, visit www.insidemotorcycles.mysub.ca or call 877-547-2246 to speak to a live customer service representative. IM

InsideMotorcycles.com 45

RIDER TRAINING INSTITUTE

Intersection Madness – Strategic tips to help keep you focused

Canadian retailer direCtory island BMW - Victoria, BC Tel: (250) 474-2088

High road Vancouver - Vancouver, BC Tel: (604) 731-5505

By Michel Mersereau, Senior Instructor, Rider Training Institute fter nearly two years of pandemic mayhem, most of us are eagerly awaiting a return to some type of familiarity and routine. This is a good thing, after all, we are creatures of habit, and those things we do out of routine provide us with a sense of normalcy. In fact, traffic researchers use our talent for turning activities into routines as a way to understand how we behave in different traffic environments. Repetition has a big effect on how we process information, and human cognition changes as we gain experience through repetitive exposure. Some recent studies have shown that route familiarity, in particular, increases mind wandering while driving, cycling and even motorcycling; our cognitive load decreases to the point where we begin to lose awareness of the immediate environment.

A

Intersections, at the best of times, present a number of variables that are difficult to keep track of. Add in the risk of being on “auto-pilot,” whether on your regular route to work, the cottage or even down to the coffee shop, and you may be setting yourself up for a bad outcome. Here are some basic observation and lane positioning strategies that require you to be actively aware of your environment.

Left Turns: As much as possible, resist the temptation to follow vehicles over the stop line and into the intersection (orange bike). Not only can this cut off your sight-line towards oncoming traffic (your primary threat), it can leave you in a bad spot if the light turns red and you find yourself ob structing perpendicular traffic.

When moving into the intersection from a left turn lane, position yourself to the left while remaining parallel to oncoming traffic (green bike). This will put you closer to oncoming traffic, but the more important thing is that it will also increase your sight-line. In any multi-lane left turn, resist the urge to cut straight over to the right lane, you should always complete the turn in the passing lane.

Right Turns: While generally less complicated than left turns, right turns can still be tricky in multi-lane scenarios. If turning on a red don’t assume the coast is clear. Angling yourself to right when you come to a stop will direct your peripheral vision down the inside of the lane, and help to pick up any cyclists or pedestrians approaching from behind (blue bike). If you’re turning on a green be aware of left turning vehicles cutting straight over to the right lane (black bike).

Practice your active observation skills by focusing on something for a split-second each time you perform a routine mirror or blind-spot check (what colour is the car in your mirror?). This will help you avoid cognitive “robot mode,” where you find yourself going through the motions without actually looking at anything. It’s important to remember that active observation is the basis for making strategic decisions on the road. Knowing that this skill can become dulled when we fall into routines is a reminder that we really can’t take things for granted. IM 46 Inside Motorcycles

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I N S I D E I M P R E S S I O N | H A R L E Y - DAV I D S O N PA N A M E R I C A S P E C I A L

Harley-Davidson Pan America Special

BY MARK DZIKOWSKI PHOTOS BY MARK DZIKOWSKI, PATRICK LAMBIE AND COURTESY OF HARLEY-DAVIDSON CANADA

O

ne of the most anticipated and curious releases of 2021 in the adventure bike segment had to be the introduction of Harley-Davidson’s first ever adventure bike, the Pan America. With the current big bike market dominated by BMWs, KTMs, Husqvarnas, Triumphs and more recently Yamahas, it is always a welcome sight to see a non-native off-road brand enter the market. Because of that, we were very excited to test the Special Edition version of the Pan America in early September. We were especially keen to test the new motor and the electronically adjustable suspension (including the Adjustable Ride Height).

26 Inside Motorcycles

InsideMotorcycles.com 27

Before I even swung a leg over the Pan America, looking at it from the side, the bike looked heavy. What was going through my head was my last Harley experience testing the 2021 Road Glide which tipped the scales north of 800 pounds.

This expectation was quickly proven wrong before I even turned the engine on. With the standard model coming in at 242 kg (532.4 lb) and the Special Edition at 254 kg (560 lb) ready-to-ride with all fluids in, the bike felt really light due to its low centre of gravity design.

The low seat height of 869 mm (34.2 in) sure shows off the light feeling while swinging the bike side-to-side in the garage but there is also a downside to the lower centre of gravity, namely the ground clearance. When compared to the other bikes in this segment, the 210 mm (8.27 in) ground clearance is on the low side and we tested this limiting factor on a few occasions.

The all new electronically adjustable suspension connects the chassis to the road via the 19-inch front and 17-inch rear wheels and Michelin Scorcher Adventure tires. The system is made up of a Showa 47 mm inverted fork in the front providing 191 mm (7.48 in) of travel and a Showa piggyback reservoir shock in the rear. Showa is one of the best suspension manufacturers in the world, so it should be comforting to those who are worried about the performance. The electronic passive suspension has adjustable compression, rebound and preload both front and rear and settings can be changed via suspension modes on the TFT display.

It is also excellent to see radially mounted, four-piston Brembo front brake calipers as well as a floating, single-piston Brembo caliper on the rear. The braking characteristics are progressive with minimal dive of suspension, predictable and the ABS equipped system worked well on-road and off-road.

While many adventure bikes leverage current motors adapted to the off-road market, the H-D engineers did some serious work and designed a brand new powerplant to go with the Pan America. The all new Revolution Max 1250, liquid-cooled, V-twin engine pumps out 112 kW (150 hp) at 8,750 rpm and 127 Nm (93.7 ft-lb) at 6,750 rpm from the 1,252 cc displacement. The motor comes paired with a very well ratioed six-speed transmission for a smooth application of the 150 ponies to the road.

With the Adjustable Ride Height being the talk of the town in the ergonomic department of the Pan America Special, our fear28 Inside Motorcycles

less editor Patrick Lambie will elaborate on this feature in greater detail in his accompanying review. With my 35-inch inseam, I did not see a benefit of having it. With my bony derriere, seat comfort was more paramount, however. After spending more than two hours on the highway without having to shift my butt cheeks was a clear stamp of approval. If I didn’t have to stop to pee, I would have kept going for another hour to the next gas station. The riding position is neutral, comfortable and the windshield height and protection is excellent. I usually suffer from wind buffeting due to my height even with taller windscreens but the Pan America does not have that problem. With four positions to choose from, the third position provided the most wind protection for me and I heard myself singing off-key at 100 km/h which is a telltale sign that wind protection is excellent.

Before I rode the bike out of the garage, I removed the rubber inserts from the footpegs as I prefer extra grip over comfort, especially when the pavement ends. This also gave me an extra inch or so of legroom which was appreciated and I did not find the bike cramped.

While the sitting position gets the nod, I wasn’t as happy with the standing position where I tend to spend the majority of time while off pavement. I found the handlebar to be too low for me and the huge sweep of the bar compared to the triple clamp, awkward.

Having mostly ridden European and Japanese bikes person-

While Harley-Davidson has worked to make the Pan America Special a capable off-road motorcycle with basic necessities such as footpegs with removable rubber inserts and wire spoke wheels (above left and middle), the star of the show is without doubt the Revolution Max 1250 engine (above right).

ally for my whole career, I had to get used to the different button and control layout on the Pan America. To be honest, those other brands could take some lessons from the Harley-Davidson in this department. I really like the intuitive button layout, especially the Traction Control and Grip Heaters buttons which allow quick adjustments without having to search through menus while trying to concentrate on the road ahead. Another feature that I learned to appreciate on motorcycles is cruise control. In the past, I always scoffed at this and viewed it as a crutch and a bit dangerous, but having ridden bikes with cruise control over the last few years, I really like it. It is nice to relax the right hand off the bar once in a while and using cruise on long trips can help avoid accidental throttle-happy excessive speeding, thus saving you a possible encounter with the local police officer. The only button that I wished was more like the other manufacturers was the turn signal button. I just could not get a positive click knowing that I cancelled the signal and found myself clicking multiple times which would actually trigger the blinker again.

The 173 mm (6.8 inch) TFT touchscreen display is a nice touch with good readability in the sun but the font on some of the

numbers is ridiculously small. While I’m getting old and my vision is going south quickly, I shouldn’t have to lean over and squint to read mileage or temperature values. Changing through the ride modes and nested menus is easy and intuitive.

Now, how does the Special Edition behave on the road? This bike absolutely rips! The Harley engineers hit it out of the park when it comes to the motor. The Revolution Max 1250 is smooth with very little vibration felt through the footpegs and handlebar. The power delivery is linear and pulls to the moon and you really start feeling the full grunt of the 150 ponies around 9,000 rpm. These numbers are close to BMW’s or KTM’s flagship offerings in the adventure market. Even with this much horsepower on tap, the bike is not intimidating to ride, especially in the more mellow riding modes like the Off-Road or Rain mode.

The bike feels playful and flickable at lower speeds as mentioned due to the chassis design and low centre of gravity On the pavement, I mainly used the Sport or Road riding mode. The Sport setting has an aggressive throttle response which might not be for everyone and for sure should not to be used off-road.

I made a custom map with the Road setting while pairing it with InsideMotorcycles.com 29

ADAPTIVE RIDE HEIGHT the Traction Control and ABS off at the rear wheel for the most fun setting on gravel roads.

While cruising on gravel roads is pretty tame and can be done on any motorcycle really, proof in the pudding would be taking it on some double-track and off-piste trails. Mild rocky trails quickly highlighted the differences between the five different suspension settings available. With the Comfort setting engaged, the bike, while plush at slow speeds, quickly reached its suspension limit when the pace even slightly picked up.

In the Off-Road Firm setting, the bike felt much better in the rougher stuff and did resist bottoming much better but for the roughest trails I actually preferred the Off-Road Soft setting as long as I didn’t push the pace too much. When the speeds picked up on the gravel roads and in spots where the road was recently graded and topped with a fresh layer of gravel, the Pan America started to wallow quite a bit at speed. While this is expected on most bikes, I feel the Harley started to wallow at lower speeds than most. This is most likely due to the steep rake angle of 25 degrees that makes it so flickable and light-feeling but sacrificing stability at speed. I rode the same road on my KTM 1090 R and also experienced the wallowing but at 20 km/h faster than the Harley.

With some of the Pan America advertising showing the motorcycle being airborne, we decided to test it out as well and see how it resists bottoming off small jumps. We found a small root that I could launch off and gave it a go. The suspension absorbed the landing well multiple times and the cases didn’t contact terra firma. However, after one of the jumps, I noticed that the ride mode was no longer showing Off-road Plus icon where I set the suspension to the Off-road Firm setting, but instead it showed a triangle with exclamation in the middle. I turned the motorcycle off for 15 seconds and back on to try and reset it, but no luck. This could definitely become an issue if it occurred in the midst of an off-road adventure, as this warning light was accompanied by the suspension reverting to a soft setting. Once the bike was parked overnight, I turned it back on and the Off-Road Plus mode was back on.

Another design on the bike that might be an issue in serious off-roading is the location of the regulator/rectifier (RR) which awkwardly pokes out of the front of the thin, stock aluminum skid plate and the battery that is located just behind the RR. While this does help the bike’s low centre of gravity, it will most likely be the first casualty of serious off-piste adventures.

Luckily H-D offers a thicker aftermarket skid plate to help with that. I would highly recommend that upgrade before venturing into serious off-road terrain.

While the Harley-Davidson Pan America Special Edition has some kinks to work out, mainly in the electronics department and refined suspension settings, I’m fairly impressed by the American manufacturer’s first stab at the Adventure market.

Because I tend to gravitate to more off-road capable adventure bikes, I would most likely not own one. For those who are shorter in stature, do a lot of road miles, value comfort, unique looks and motor, great power and handling on-road, want every bell and whistle out there including the industry-first Adjustable Ride Height, the Pan America Special just might be the ticket. IM 30 Inside Motorcycles

FOR THE WIN!

By Patrick Lambie dventure bikes at IM are typically the domain of off-road editor Dzikowski; however, with his well-deserved summer vacation coinciding with the arrival of the Harley-Davidson Pan America Special in Calgary I was able to spend a week commuting, touring and even venturing off the beaten path with this exciting new bike. While I can definitely echo Mark’s sentiments as to the impressive performance of the purpose-built Revolution Max 1250 engine and the overall quality of Harley’s first adventure bike, the one feature that I am uniquely qualified to talk about is the company’s innovative Adaptive Ride Height system.

Riders of Mark’s height have no issue jumping aboard a tall adventure bike and taking advantage of the expanded opportunities these popular machines provide; however, my 30-inch inseam can make getting a firm foothold on the ground next to impossible. Apparently, I am not alone, and Harley-Davidson is making a play for the vertically challenged demographic Whereas other manufacturer and aftermarket solutions to lowering seat height usually involve sacrificing ground clearance, suspension travel, ergonomics or a combination of all three, Harley’s Adaptive Ride Height solution is both elegant and, in hindsight, pretty obvious.

So how does it work? When the auto mode is activated, as you slow down and come to a stop the ride height lowers somewhere between one and two inches depending on the preload setting. As you accelerate forward, the suspension returns to its full height allowing the rider to have the benefit of the bike’s full suspension and clearance. Taller riders who don’t need the vertical assist, can simply turn the system off.

Now, in fairness at just 850 mm (33.5 in) the standard seat height on the Pan America Special is already manageable by adventure bike standards, but the ability to get more foot on the ground, especially on slippery wet pavement or loose surfaces, provided a surprising boost in confidence and will definitely give Harley-Davidson an advantage in the hot adventure bike segment. IM

A

S P E C TA B L E

2021 Harley-Davidson Pan America Special PROS:

+Outstanding engine +All-day comfortable

CONS:

- Suspension off-road limitations - Electronic issues

Suggested Retail: Starting at $24,199

Power: 150 hp @ 8,750 rpm

Wheelbase: 1,580 mm (62.2 in)

Colours: Vivid Black, Gauntlet Gray Metallic, Deadwood Green, Baja Orange/Stone Washed White Pearl

Torque: 93.6 ft-lb @ 6,750 rpm

Seat Height: 850 mm (33.5 in) with Adjustable Ride Height

Engine: Revolution Max 1250 liquidcooled 60-degree V-twin Displacement: 1,252 cc Bore & Stroke: 105 mm x 72 mm Compression Ratio: 13.0:1

Fuel Delivery: Electronic sequential port fuel injection Final Drive: Chain Weight: 254 kg (560 lb), wet Transmission: Six speed Frame: Hybrid steel trellis and aluminum, engine incorporated as stressed member

Suspension (front): 47 mm inverted fork with electronically adjustable semiactive damping control Suspension (rear): Monoshock with automatic electronic preload control and semi-active compression and rebound damping

Tire (rear): H-D/Michelin Scorcher Adventure Radial 170/60 R17 Brakes (front): Dual 320 mm discs with radially mounted monoblock four-piston calipers Brakes (rear): Single 280 mm disc with floating single-piston caliper Fuel Capacity: 21.2 L

Tire (front): H-D/Michelin Scorcher Adventure Radial 120/70 R19

InsideMotorcycles.com 31

INSIDE TECH S

Selecting an adventure bike

o, you have decided you would like to try this motorcycle adventure bike thing and are wondering just where to start. How do you pick a bike that will best suit your style of adventure riding? Maybe you don’t yet know what kind of ‘adventures’ you really want to go on? Perhaps you will start off modestly with some day trips out of the city and return staying on the pavement the whole time. Then, you may find yourself looking down hidden gravel roads wondering, just where do they go? Or perhaps you are past that and are looking to really step up your game and are interested in multi-day trips to far off destinations, while hoping none of the roads are paved? Wherever you are on this adventure bike spectrum, there are probably several bikes from a multitude of manufacturers that will meet or exceed your needs.

If you are new to this ADV demographic and just looking to get into it, I would highly recommend buying a used bike.

If you buy a previously enjoyed bike, purchase it carefully and look after your bike well, you are basically protected from depreciation. You could step into a used bike at a modest price, drive it for a couple years, and if you take good care of it, you may only lose a few hundred dollars in value over the time you own it. A new bike, on the other hand, will magically lose thousands of dollars in its very first month after purchase as the showroom appeal with zero km on the clock is lost to your garage and a bit of road grime.

Now, to narrow it down a bit, let’s consider bike size and what pros and cons come with smaller or larger bikes. If we start with smaller displacement bikes, what benefits do they have? Well, if we start very small, bikes in the 250 to 300 cc range will be the lightest bikes in your search; as such, they take the least amount of effort to accelerate and decelerate, which makes them easiest to ride in a true off-road situation, as well as picking it up after a fall. Crashes, unfortunately, need to be a consideration if the bike sees a larger percentage of true offroad use, which may lead you to investigate tighter single-track trails. Terrain like this is very unpredictable once off the tarmac and jumps, dips, logs and rocks can all deflect a tire easily and land you on the ground. With a smaller, lighter bike, this is less of an issue as the limited inertia from the more modest weight will limit damage, as well as insure you can pick the bike back up by yourself easily. Smaller, lighter bikes are also generally cheaper to both purchase and insure so the cost of getting them ‘on the road’ is usually quite a bit more palatable, which may be a major consideration if you are just getting into the adventure bike game. These bikes can also be better on fuel if used on secondary roads, but that advantage is lost if the bike is ridden near wide open throttle to keep up with traffic flow on major highways. Also, entry level bikes have much less wind protection, which limits the smaller bike to being better suited to local exploring than big long trips. In addition to poor fuel economy at high speeds, sub-500 cc single-cylinder bikes really struggle

34 Inside Motorcycles

By John Sharrard

(Top) This Kawasaki KLR650 is perfect for many riders, big enough to go anywhere, small enough to fit. (Above) The tires on this KLR are biased towards primarily street use, which is not the most common selection for the off-road capable Kawasaki.

with major highways. as they don’t love being ridden above 120 km/h.

After the above description, process of elimination will guide us as to what larger adventure bikes excel at. First off, the bigger frame and engine displacements above 1,000 cc provide a combination that is much happier at highway speeds and can carry you and all your gear across the province or the country with ease, gobbling up big miles with no problem, offering you greater amenities from the cockpit with vastly superior comfort and wind protection. In terms of capability, a quick google search will show you very skilled riders doing amazing things on big BMW GS 1150s and 1200s, but realize, these are very experienced people and individual results, as they say, may vary!

These big bikes have stronger charging systems to power heated

vests, pants and other accessories like GPS units and phone chargers which may be on your wish list for longer trips. Larger bikes will also have greater stability and capacity for more gear or passengers, and will give you far more confidence when experiencing crosswinds or buffeting from large trucks at speed.

But, all this good comes at a cost in terms of purchase price, insurance and weight, which becomes evident as the trails tighten up.

That leaves bikes in the mid-displacement category between 500 and say 900 cc that may provide the best of both worlds. They will traverse large distances with relative ease, yet be still light enough to be agile and nimble for aggressive exploring once you get to your intended destination. They will carry quite a bit of gear and have a decent range on a tank of gas. Look around and before you decide, also consider dealer support. If you buy a bike and the nearest parts counter and experienced technician is 1,000 km away, perhaps consider a different manufacturer.

Tire selection is perhaps the next big factor that can expand or limit the range and the use of your adventure bike. A more street biased tire will have a minimum amount of rain grooves, which will extend the life of the tire and be a better choice to ride long distances. It will work acceptably well on light gravel or dirt roads, but if the trail or road deteriorates much more than that, the tire quickly underperforms and can get stuck easily or slide out on a root or rock ending your fun rather quickly. The more off-road the tire is biased towards, the knobs and grooves in the tire become taller and more dominant and traction begins to dramatically improve as conditions worsen. However, these large knobs don’t come without side effects. Vibration on the pavement rapidly increases as the tire gets more aggressive, and tire wear accelerates as the amount of rubber in contact with the ground decreases. Speed should also be limited as DOT approved full knobby tires will not be speed rated for 200 km/h and above, which are speeds easily attainable to an inattentive rider on a modern 1,000 cc adventure bike. Just do some research before you purchase in terms of tires. On-road biased bikes will have rim sizes around 17 inches, whereas the more off-road biased bikes will have more traditional 19- to 21-inch front rims and an 18- or 19-inch rear rim fitment. Knowing your rim size and a quick search will help you determine if your dream can become a reality. For example, you may want a super aggressive knob and find that it just doesn’t exist for your 17-inch wheels...

Search early to avoid disappointment. The rim style will also dictate whether tubes are required in your solution. Generally, bikes with true spokes need tubes as the spokes intrude into the outer rim portion of the wheel and render it not airtight, whereas cast wheels with aluminum extrusions between the inner hub and the outer rim will run tubeless.

However, style has dictated that engineers solve this problem

(Top) This 300 cc Husky two-stroke is blue plated for highway use but is squarely aimed at full off-road competition use. (Above) The tires on this Husky will cross a highway, but that’s the most pavement they want to see!

and some more recent spoke solutions hook through aluminum on the inside diameter of the wheel and don’t require tubes.

Clever and stylish.

So, think about starting with a used dual purpose or adventure bike with modest displacement if you want to explore your dirt routes, or a mid-displacement bike if longer distance on paved roads is a bit more to your liking and hit the road.

If you start used, you won’t lose much if anything on your ‘investment’ as your adventure tastes mature and then you can progress through different bikes until you find one that really suits the type and distance of riding that you enjoy. After you have the bike narrowed down, then you can look at tire options to really customize it to do best where you want to explore!

Until next month, start planning your adventures, destinations and companions and begin to explore! IM InsideMotorcycles.com 35

F R A N K LY S P E A K I N G

BY FRANK WOOD

Mr. Lonely

O

the help of my two riding companions; a lot longer. I was very fortunate my injuries were not more severe, even more fortunate to have help at hand.

On a much lighter note, yet with the same message, a tale of two tip overs. The first was personally witnessed the second was personal. Bob and I had just completed a much-needed rest after riding some pretty challenging rocky terrain that was unfamiliar to us. In the midst of remounting Bob lost his balance and fell against a large boulder, his bike pinning his left leg and foot.

Absolutely unhurt and absolutely trapped.

“That was weird,” he recently reminisced, “I could not have got it off by myself; never had that happen before, good thing you were there. I would’ve been waiting a long time for someone to come looking for me.”

In my case I had ridden out to meet two fellow riders and I was early. As I rolled to a stop, I didn’t get my right foot off the peg quick enough as I, in a carbon copy of what I had seen Bob do, tipped over against a rock and seemed trapped. Knowing full well that help would be there soon, and being absolutely unhurt, I relaxed to wait. Then I started to think about the kidding that would certainly follow should my companions find me like this.

The anticipated embarrassment seemed to regenerate me and I, somehow, was able to pry my steed free of my booted foot, get the bike back upright and greet my fellow riders as though nothing had happened. I’m not sure if I even told them about my predicament; until now.

Now back to the heavy stuff, a couple of really close calls that truly illustrate the hazards of solo trail riding.

Peter Fuerst was not very far from home when the first Riding partners are critical in the event of a crash or getting stuck. train went by him and he

ur local community was saddened recently by the news of a fatality of a young lad who had crashed his ATV while riding the old rail bed trail north of Belleville, ON. The details were further somber as it was reported that the amount of time that had passed before he was found greatly contributed to his demise. It’s a safe assumption that if he had a fellow rider with him (not passenger), that lonely and likely painful time gap would have been greatly reduced and his chances of survival equally enhanced.

I had ample illustration of the importance of riding with companionship when, over a month ago while riding a bike I was not used to, I clipped a small tree with my left brush guard. I had the bar taken out of my hands and was thrown from the bike into a larger tree and a pile of rocks. I was very lucky to have not broken anything but definitely had a good bell ringing and a nasty skin loss from the back of my left hand. Both knees had over extended so it took me quite a while to get to my feet, but it would have taken a lot longer without

PHOTO BY BEN QUINN

36 Inside Motorcycles

was a very lucky man in that a worker on that freight train had seen him. Peter had taken a massive fall and had broken his femur. He was alone, hurting and helpless, laying on the coarse gravel alongside the railway. It was his good fortune that the aforementioned worker, having seen him, radioed ahead and the next train by stopped and picked him up. That same train stopped at the next crossing to meet a waiting ambulance. But for that train and that worker, this story very well may have been of his demise.

Chris Breau did not have the good fortune to be seen when he crashed hard on a solo trail ride. He was home after a full day of riding when he decided to take a quick ‘burn’ (his word) before supper. He was riding a trail he was very familiar with just a quick five kilometres up the road from his home near Krestova, BC. An additional two kilometres up the wide gravel-based trail at an estimated speed of 80 km/h while inducing his Yamaha into a flat track style slide, Chris had the hardest crash of his life.

The spinning back tire found traction and the bike high-sided pitching Chris into the air and landing hard. In a worst case scenario, the now airborne motorcycle landed right on top of the prone pilot. “I got up right away,” Chris recalled. “I picked the bike up, it wasn’t damaged much, and I started picking up stuff that had come out of my backpack, I think I was in shock. When I saw my broken collarbone sticking out I knew I was hurt so I just sat down.”

Approximately 40 minutes later some rock climbers came across Chris and some three hours later he was admitted to hospital. His injuries included an exploded clavicle (collarbone broken in many places), six broken ribs (again multiple breaks) and a badly scraped back, resulting in a six day stay in the hospital. “It could have been a lot worse.” Seemed like a good phrase to end this story but I insist on adding that had he had someone with him it could have been a lot better. IM

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(Above) The arrival of Alex Dumas (No. 23) in the CSBK added a new protagonist in the battle for the Pro Superbike title. PHOTO BY TIM MCGILL

Canada’s Superbike Championship Heats Up

By Todd Vallee ith the pandemic still holding a firm grip on the globe, the Canadian Superbike Championship series did their best to put a national championship calibre schedule together for the 2021 season. With provincial rules ever changing and travel proving to be difficult at best, the series ultimately settled for a seven race series based solely in Ontario after having only four races in the abbreviated 2020 campaign. Scheduled to begin and end with doubleheader rounds at Calabogie Motorsports Park, those two rounds would sandwich the series’ first ever tripleheader round at Canadian Tire Motorsport Park. Along with the addition of three races for 2021, fans returned to the track which was both a financial and energizing boost after the somber feel of racing in front of empty grandstands in 2020.

After sweeping all four races in 2020 to win his virtually untouchable 14th Superbike championship, Jordan Szoke had intentions of racing his way to the top once again on his Kawasaki. Unfortunately for Szoke a couple of riders rained on his parade as he searched for that unprecedented 15th national title.

Before the 2021 season even started there was a buzz in the series when it was announced that Alex Dumas would be joining the top class with the hopes of bringing Suzuki their first Canadian Superbike title in over 15 years. Dumas, although technically a rookie in the CSBK championship, was far from inexperienced after spending the last several years competing in the United States. Owner of a MotoAmerica championship in both the Junior Cup and Twins Cup classes, Dumas also spent some valuable time on the bigger bikes in the series with considerable success on those as well. The 2021 season would also see the return to the series of the 2019 CSBK Champion

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38 Inside Motorcycles

Ben Young. After choosing to sit out the shortened 2020 season, Young was chomping at the bit to hit the track once again on his BMW and had every intention of being a thorn in Szoke’s side.

Showing no sign of rust after a year away from the track, race 1 at the opening round saw Young grab the pole position as the only rider in the 2:02 range ahead of perhaps surprise second place qualifier Tomas Casas followed by Szoke and then Dumas.

Qualifying didn’t tell the whole story however as once tires hit the pavement in the actual race, the field quickly found out that Dumas had no intention of playing second fiddle to anybody back home on Canadian soil as he took the race victory by almost two seconds ahead of Young with Szoke a distant third. Race 2 at Calabogie saw both Young and Szoke edge a bit closer to Dumas at the finish but once again the finishing order was the same and Dumas found himself in the points lead as the series headed for the tripleheader at Canadian Tire Motorsport Park.

With the CTMP round already shaping up as a challenging weekend with three feature races scheduled in the Superbike class, things were compounded when a serious injury on Saturday resulted in all three races having to be rescheduled for Sunday which would no doubt prove to be a test for both man and machine. Qualifying at CTMP saw Young, Dumas and Sebastian Tremblay grab the top three positions while Szoke had terrible luck in qualifying finding himself in ninth starting position on the grid. Race 1 saw some incredible racing with Young finishing at the top of the heap on the fast-flowing track while Dumas and Trevor Daley rounded out the podium in the race which saw five riders cross the line within a second of each other. Meanwhile Szoke was dealing with tire woes and finished a distant sixth which is unfamiliar territory for the multi-time champ and no doubt had him feeling a bit sour as he tried to

(Above) In addition to finishing second overall in the 2021 CSBK Pro Superbike championship, Ben Young also picked up the 2021 BMW Motorrad Race Trophy, having the highest winning percentage of private BMW racers around the world. PHOTOS BY TIM MCGILL

regroup for race 2.

Regroup he did and Szoke proved his champion pedigree in race 2 as he showed there was still some fight left in the old dog. Fighting to the front of the pack, Szoke took the victory by a slim margin over points leader Dumas while Young was also within striking distance in third. Szoke kept the momentum going in race 3, this time besting Young at the line for his 78th career victory while Dumas took the final step on the podium as he continued his march towards the championship. Once again the racing at CTMP did not disappoint and fans were treated to a thriller in race 3 as you could have thrown a blanket over the top six at the line.

Heading back to Calabogie in mid-September, Dumas perhaps put an exclamation point on his championship lead when he grabbed the pole position for the final two races of the year. Dumas showed no signs he was taking it easy and racing for points and he would lead the field across the finish line once again in race 1, which all but wrapped up his title with one race remaining. Young finished a close second while Daley was a bit farther back in third. Race 2 of the weekend saw the top three finishing positions repeat and when the dust had settled Dumas had taken the championship by 31 points over runner-up Young.

Dumas had a stellar year as he never finished off the podium and he managed to pick up four race victories along the way. He won the Brooklin Cycle Racing Pro Rookie of the Year title in a landslide and along with Trevor Daley, he helped bring the CSBK Constructors Championship to Suzuki. While finishing second in the championship, Young can take some solace in the fact that he grabbed the Yuasa Battery Pole Position Award. Biggest disappointment in the Superbike class for 2021 would have to be Samuel Guerin. After finishing in second place in points last season, Guerin dropped to 12th in 2021 and was hampered by three DNFs. With a successful 2021 season now completed, the plans are well underway for the 2022 CSBK season. Once again teaming with Pro 6 Cycle, the 2022 schedule has events planned at four venues. The season will open once again at the technical Grand Bend track where the win was taken by Ben Young the last time the series visited the track. Calabogie will be the second stop on the tour while the series will return to Atlantic Motorsport Park for a doubleheader in July. Finally the season will conclude at CTMP and 2022 will see a repeat of the tripleheader format that was first used this past season. Negotiations are underway once again for Canada’s premier sports network TSN to broadcast the racing action. While it is unknown if 2021 champ Dumas will return to defend his title or find a bigger pond to play in, both Szoke and Young will no doubt have their sights set on another run to the top. IM InsideMotorcycles.com 39

Red Bull Outliers – Canada’s World Class Hard Enduro

By Mark Dzikowski inimal run-up, just a loose, virtually vertical wall to ride up. A racer revs his engine at the base, puts it in gear, psychs himself up and accelerates. A few course marshals cheer him on from the bottom of this monster hill climb. He makes it 90 percent of the way before being kicked sideways on the rocky ledge at the top and he tumbles down to the bottom with the bike following closely behind its owner. Welcome to the qualifier lap at the 2021 Red Bull Outliers.

If you are into motorcycles even just a little bit (I assume you are since you’re reading this) and aren’t living under a rock, it is quite obvious about the increasing popularity of the hard enduro discipline over the past 10 or so years. This niche off-road faction has attracted motocross and supercross stars, enduro riders, trials champions and everyone in between to try and conquer the seemingly impossible terrain that is usually used during these events. Of course, events like the iconic Erzberg Rodeo Hare Scramble in Austria or the gruelling four-day Romaniacs in Romania are the most famous but there are many more events that have been part of the hard enduro scene in the past. What most of them have in common is that they are/ were usually held in Europe. Yes, there were some races that were run outside of Europe like the Roof of Africa in Lesotho or Last Man Standing in Texas and the Xtinction Hard Enduro in Patricia, Alberta that was run in 2010 and 2011. Those were standalone events, never being a part of a bigger series, simply because there were no series or championships back then. There has not been a unified hard enduro series until WESS (World Enduro Super Series) was formed in 2018. For the first time, the best hard enduro racers could compete for points and find out who ended up the overall best enduro racer in the world.

In 2021, the WESS ceased to exist and was replaced by the FIM Hard Enduro World Championship (HEWC) series.

The inaugural HEWC was composed of events once again in Europe with only one event outside of Europe, the TKO in Tennessee. For 2022 however; the HEWC is going more global with rounds in Israel, TKO in the US and for the first time, Canada is on the schedule with the Red Bull Outliers event in August 2022.

So, what is the Red Bull Outliers and where did it come from?

A brainchild of Shane Cuthbertson (read the GasGas article in the July 2021 issue to learn more about Cuthbertson), it is an evolution of past events that he and his team put on over the years. It all started with the Xtinction event in 2010 when the hard enduro discipline was picking up in popularity. Xtinction used the same venue that the Outliers has been using and will be run on in the future and it showcased our world class extreme terrain combined with spectacular scenery that borders a UNESCO heritage site. The race ceased to exist after 2011, but it was replaced with the endurocross inspired Red Bull Rocks & Logs which ran up until 2018. The track record of putting on stellar events for so many consecutive years convinced Red Bull

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40 Inside Motorcycles

to continue supporting Cuthbertson and the team, this time with a new event in 2019 called the Red Bull Outliers. That year, an endurocross-style qualifier was held in downtown Calgary with a phenomenal public reception. What wasn’t spectacular was the weather that year. Snow falling throughout the qualifier and dumping over southern Alberta resulted in the cancellation of the main event in Patricia, Alberta, at the same site as the Xtinction event in years prior.

In 2021, Red Bull brought the Outliers back and the team was not going to be denied again. This time there was no qualifier in downtown Calgary but the main event in Patricia, Alberta was on. With the event being held in August this year instead of September like it was in 2019, the chances were good that there wasn’t going to be any snow. The weather gods were appeased and the organizers were rewarded with absolutely perfect conditions, namely clear blue skies with ideal dirt conditions for the event.

With the border closures not making it easy for the racers from Europe and rest of the world to come race, this year's event served to showcase our local Canadian talent. The beauty of the hard enduro races is that anyone can try to qualify for the main event and rub paint with the best in the world. Seasoned veterans, pros, amateurs and ladies registered in their respective classes to have a crack at making the main event by completing a 10- to 15-minute qualifying lap. Confidence was high for most, but the course brought many lofty dreams back to earth, literally.

With the unique format of the Outliers, the main event was to be run on a much longer course than the qualifier, and every lap the leader completed, a gate would be opened to a new hard section of the course. In total, there was a gate for every letter of O-U-T-L-I-E-R-S. With each gate opening increasingly harder

terrain, the chances of weekend warriors completing the gnarly climbs were getting slim. And even during pre-race track walk, the top riders were grumbling that the final Gate ‘S’ was virtually un-ridable. The hands on favourite to win the event was Trystan Hart, a product of Invermere, British Columbia. The young 24-year-old has been making a mark on the AMA Endurocross scene as well as select Hard Enduro races proving to the world that he belongs at the top. However, young local Alberta racers like Spenser Wilton and Brenden Petrie were hoping to keep him honest.

With a shotgun start, the race was on, and Hart was buried in the pack but a few minutes in after making some key passes he was leading the race. He would not relinquish the lead for the whole two hours and 45 minutes and lapped the whole field in the process except for Wilton, who along with Petrie rounded out the podium.

After the event, we found out that this year's event was mostly a dry run to ensure it was ready for 2022 when it becomes a part of the FIM Hard Enduro World Championship series. Even though the border closures didn’t allow the world's best to come and taste the Badlands dirt in southern Alberta this year, next year you can be sure that the newly crowned World Champion Billy Bolt, runner-up Mani Lettenbichler, the legend Graham Jarvis, Alfredo Gomez, Wade Young, Mario Roman, and many others will be there to compete for the championship. Of course, Trystan Hart will hopefully be there to defend his title. I highly encourage you to sign up and try the race for yourself and if not, make the trip to watch the best duke it out for the win on Canadian soil. It's an event not to be missed. Exact dates of the event will be announced at www.iridehardenduro.com. IM

VR RA 2 02 2 R AC E RACE SCH OOL - 2 TH 6

MAY, S

PHOTOS COURTESY OF RED BULL CONTENT POOL

SE ASON

HANN ONVIL LE - LIM

ITED

27th - 29th May Quinte TT, Shannonville

(Opposite page) The 2021 edition of the Red Bull Outliers brought the best hard enduro racers in the country to the Badlands near Patricia, AB. (Right) With every lap completed, competitors faced new challenges with additional gates opening up increasingly difficult sections. (Top) Starting in 2022 the FIM Hard Enduro World Championship will introduce the rest of the world to the amazing racing and scenery of the Alberta Badlands.

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OW SN NOW NG B I KI KI NG Welcome to the new frontier

BY LEE MARTIN PHOTOS BY ANDREW BEAN AND MARY-ANN JONES

44 Inside Motorcycles

F

or many years I’ve always wanted a longer riding season.

Every first snowfall in November I’d say to myself: “Well, I guess that’s it for the riding season!” I’d then pack away the bikes for another four months and hope for warmer days to come. That all changed once I was introduced to snowbiking back in 2016. I never could have imagined that a door would open up to a whole new world of incredible adventures in the undiscovered winter wilderness of Ontario. Before I discuss all the details about my snowbike experiences, I’d like to share with you how I got hooked in the first place.

For a few years I was somewhat of a backcountry snowmobile / trail rider and I always found it difficult and challenging to manoeuvre my way into interesting areas and explore the backcountry on a sled. I wanted to quickly deek in between the trees and sidehill my way to the top of steep climbs. Anyone that rides a sled knows how tricky this can be. Then, one weekend, a local snowbike dealer gave me the incredible opportunity to try a snowbike for the first time. I was instantly sold on the sport. This type of winter riding was what I was looking for to replace my lack of enthusiasm on a snowmobile. Everything became so much easier and more fun. I was going through terrain that I never thought possible with ease. I was hooked!

Later that week I decided to put my hard-earned money into a snowbike kit, along with some accessories. That was it, I was a tried-and-true snowbiker for life!

So, what exactly is a snowbike? It’s pretty simple really. You take a dirt bike and replace the front tire with a large snow ski, then remove the rear swingarm, suspension and tire to replace with a snow track (similar to a snowmobile). This allows the dirt bike to ride though various snow conditions from hard packed to fluffy deep powder. One important thing to note: they perform at their optimal capacity in fairly deep snow, but with the right setup they can work well on hard pack trails too. It’s amazing how something so simple can be so much fun!

In order to start snowbiking you will need to choose the make and model of your kit. I chose a Yeti Snow MX 129 Freeride for its light weight, performance and design attributes. The snowbike kit comes with a motorcycle brand specific adaptor system that allows it to fit correctly to your motorcycle. A common question I get is, “What type of motorcycle is best suited for snowbiking?” Most 450 cc MX bikes or 500 cc enduro bikes work best. I run a 2020 KTM 500 EXC-W as my year-round ride of choice which has proven to be a perfect option for both dirt and snow. There are some important modifications that are needed in order to make the dirt bike run more efficiently in the colder temperatures. You definitely want to purchase a proper thermostat so you can keep engine temperature at an optimal operating range.

If you neglect his small detail, you can easily damage your motor as it can run too cold. Another important add-on for the machine is an engine blanket to keep the snow off your engine and prevent a cooling effect. Heated bars and grips for warmth and comfort are an added bonus. Snowbike specific foot pegs allow for easy removal of built-up ice and snow under your feet.

To combat the cold conditions, you may think that simply InsideMotorcycles.com 45

layering under your dirt bike gear is the answer, but snowbike riding gear is extremely important, especially if you’re planning to be out all day in sub-freezing temperatures. Slapping on a thick pair of socks with your dirt riding boots, a set of old snow pants and a hand-me down snow jacket will probably leave you cold and wet during the day. Don’t overlook the value of proper snowbiking gear. For a couple of years, I learned the hard way until manufacturers like Klim started making snowbike specific clothing. Wow! It really opened my eyes to how important it is to have the correct gear.

Another thing to remember, snowbiking is a very active sport. It keeps you moving and working the machine constantly. Just like off-road riding on a motorcycle. A good selection of snowbike-related underwear, mid-layers and outerwear will keep you dry and warm, especially on the warmer days when you could be working harder at keeping up with more experienced riders.

Okay. So now you have your snowbike and gear and you’re all ready to get going, but have no idea where to ride? Southern and northern Ontario has an abundance of Crown land open to motorized use for backcountry boondocking – boondocking means off-trail riding through the wild frontier. Of course, If you have access to a private area to play on, then bonus. Snow depth in Ontario can be uncertain and hard to find at times especially if it’s your first time out looking for it. When it comes to northern Ontario areas (north of Sudbury), snowfall is typically in abundance every winter and crown land is vast and plentiful. Southern Ontario can be tricky but areas like Muskoka, Barry’s Bay and surrounding areas south of Georgian Bay have been really good the past couple of years. There are also online user groups you can join to ask questions and meet riding buddies who share the same passion. The Snowbike Ontario Facebook group is a great way to introduce yourself to a large group of like-minded snowbikers to discuss riding days and events in our province.

Now that you have found some new snowbiking buddies and gone out a few times, what now? How about attending some snowbike events or races? There are a few different options to choose from. If racing is what you’re into, you may want to look into joining up with the CSRA Snowcross Racing Series.

But if you’re like myself and most other snowbike enthusiasts you probably want to attend a boondocking type event like the Wawa Snow Down, SNOVR or Cabin Fever. All three of these Ontario snowbike events use GPS navigation to find your way through the backcountry and locate waypoints in multiple areas of difficulty. Some waypoint locations will have you traversing multiple hill climbs, descents into valleys, deep powdery snowdrifts along lakes, endless hydro corridor passages, backcountry trails, logging roads and much, much more. It’s a great way to push the limits of your snowbiking abilities while in a safe and 46 Inside Motorcycles

controlled environment with other like-minded riders.

Snowbiking is fairly new and there are no hard and fast rules established yet in Ontario, but there are a couple very important things to consider. If we don’t, our new sport will quickly become a renegade activity and frowned upon by multiple user groups! Snowbikes are not permitted on OFSC snowmobile trail systems. This means we cannot legally ride down the same OFSC trails used by the snowmobilers. Always know where you are to avoid any trespassing on private or controlled land that is not open to off-road use. It’s easy to accidentally find yourself riding in the backcountry and come up on a private parcel of land that may not be posted. Using a GPS with a detailed map can help you become a more responsible snowbike rider and help grow positive reinforcement for the sport.

Surprisingly, some of my greatest times on a motorcycle have been out on my snowbike. It’s the freedom of exploring areas that you just can’t get to any other way! Some areas that were impossible to navigate to in the summer with my dirt bike have been made accessible by my snowbike in the winter. As a skier and snowboarder, I’m always looking for that epic powder day on the hill. Every time I go snowbiking I feel that same sense of epicness. That moment where you feel weightless and floating, while carving up the deep powder; finding that rhythmic bliss and overcoming the odds that Mother Nature throws at you; or discovering new territory, off the beaten path with friends and family.

With this sport being relatively new in Ontario, its growth has been apparent the last few years. New developments in snowbike technology are ever evolving which is very exciting for me to be a part of. Will I ever say to myself again, “Well, I guess that’s it for the riding season,” when the snow flies in November? Nope! I’ll just be excited all over again to go snowbiking and see what the winter season has to bring.

See you on the Snow! IM

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Discover More Yamaha – Genuine Parts & Accessories, Service and Finance Professional rider depicted on closed course. The riders shown are highly skilled, professional riders, and their actions are not intended to be duplicated in any way. Ride within the limits of your skills and experience, never beyond them. Never engage in stunt driving or riding. Avoid excessive speed. Always wear required and/or recommended riding gear. Never drive or ride under the influence of alcohol and/or drugs. Ride safely, respect and protect the environment, and observe all provincial and local laws. Beginners should be extremely cautious and allow extra time and distance for manoeuvring and braking. Yamaha recommends taking an approved training course. Read your owner’s manual and product labels, and inspect your Yamaha vehicle before operation. Some U.S. models and/or optional accessories may be shown.

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