Inside Motorcycles - Volume 25, Issue 02

JUL./AUG. 2022 25.02

PM #40023793 R310661

CAN $7.95 • USA $7.95

InsideMotorcycles.com 1

Only 50 of each special edition crafted for Canada. Learn more at Kawasaki.ca

TABLE OF CONTENTS INSIDE Opinions 08 16 18 42 44

July/August 2022 Volume 25, Issue 02

INSIDE Features

Inside Line | Patrick Lambie On the Pipe | Mark Dzikowski The Sharp Edge | Toni Sharpless Frankly Speaking | Frank Wood Road Race Reality | Colin Fraser

34 38 52

Inside Touring Simcoe County Drew Weber Profile The fast track from Novice to Pro Can-Am’s Women of On-Road Take over the streets on IFRD 2022

INSIDE Impressions 20 26

INSIDE Competition

Versatile and Thrifty Thumper 2022 Kawasaki KLR650 Timeless in the City 2022 Royal Enfield Classic 350

60

Rapid Classics Motobi, Zanzani and the 250 cc Sei Tiranti Racer

Also INSIDE INSIDE Tech 50

6 10 14 56

Ride Height Devices From motocross to MotoGP

IM Zoom Inside News Inside Products Moto Guide

On the Cover: After a brief absence, Kawasaki’s versatile KLR650 makes a return to the brand’s lineup for 2022. Fans of this do-it-all thumper will be glad to see new features and updates including fuel injection and optional ABS. Turn to page 20 to read more about the latest version of the Swiss Army knife of ADV. // Cover Design: Dawn McClintock / Main Photo: Ben Quinn / Bottom Photo: Royal Enfield

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Savannah, Georgia is known for its history and unique architecture, making it the perfect backdrop for the unveiling of the 2022 Royal Enfield Classic 350. PHOTO: ROYAL ENFIELD

InsideMotorcycles.com 3

ZOOM 6 Inside Motorcycles

THE LONG AND WINDING ROAD

After more than two years of uncertainty and seemingly endless and ever-evolving lists of rules and restrictions, the time has come to move on and get back to normal. The only question that remains is, will you follow the same roads as before or look for new adventures on the road less travelled? Wherever your travels take you, have fun and ride safe. PHOTO BY COLIN FIELD

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

Simple. It works.

O

riginally coined ‘the KISS principle’ by the US Navy in 1960, the concept of “Keep It Simple, Stupid,” has been a deciding factor in the success of major corporations, best-selling products and breakthroughs in research. This same adherence to this belief – that simplicity should be a key goal in design and that unnecessary complexity should be avoided – is evident in both motorcycles featured in this issue.

Introduced in 1987, Kawasaki’s KLR650 became the go-to motorcycle for world travellers and weekend adventurers alike, gaining more and more disciples to its single-cylinder thumper religion every year. Almost impossible to break, repairable by mere mortals and a seemingly never-ending supply of parts that can be found in some of the most remote locations on the planet have all contributed to the KLR legend. Add in the fact that purchasing one doesn’t require taking out a second mortgage on your home and it is no wonder that KLR650 has been a fixture in the Kawasaki lineup for more than three decades. Following a brief, one-year hiatus, the KLR650 is back for 2022. And while it has received some modern updates – most notably fuel injection – it remains true to the ‘less is more’ values of the original.

I have to admit to possessing only a cursory knowledge of Royal Enfield prior to attending the press launch of the 2022 Classic 350.

Spending time with the Royal Enfield team proved to be most enlightening, especially when it came to understanding the global scope of this brand, which despite being a relatively new player in North America, has been producing motorcycles since 1901.

Unapologetic in its straightforward approach to motorcycling, Royal Enfield builds motorcycles that provide “everything you need, and nothing you don’t,” and sells hundreds of thousands of motorcycles each year in countries where the need for affordable and reliable transportation has made their small-displacement machines best sellers. With the price of gas eclipsing $2 per litre, the ranks of urban motorcycle commuters are sure to grow, and North America could be the next big thing for Royal Enfield.

Yes, these are both affordable and practical motorcycles, purpose built for very specific markets and uses, but there is more to the story. Having been fortunate enough to experience both of these motorcycles, I found myself being drawn to their basic but functional designs. Don’t get me wrong, I am a proponent of the utilization of the latest technology in motorcycles and can confirm that the lean-sensitive traction control system on my own bike has saved me from crashing at more than one track day. Still, there is something about this raw, stripped-down approach that eschews ‘luxuries’ like full-colour TFT displays, electronic suspension, selectable ride modes and infotainment systems, and instead focuses on the simple joy of a motorcycle that takes you where you want to go, and reminds you why you started riding in the first place.

Until next time. Whatever you ride, get out and ride. IM

8 Inside Motorcycles

EDIT EDITOR Patrick Lambie patrick@insidemotorcycles.com

GENERAL MANAGER David Weber david@insidemotorcycles.com

SENIOR EDITORS Colin Fraser colin@csbk.ca

TECHNICAL EDITOR John Sharrard acceltech@sympatico.ca

Toni Sharpless tojam39@gmail.com

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

Jason Thorpe jason@insidemotorcycles.com

COPY EDITORS Andrew Trevitt Elisa Ward

Andrew Trevitt andrew.trevitt@gmail.com

SENIOR PHOTOGRAPHERS Ed Gatner, Ben Quinn, Tim McGill

Frank Wood motor_mouth43@hotmail.com

SALES/MARKETING David Weber david@insidemotorcycles.com

Lindsey Broad lindsey@insidemotorcycles.com

Mike Galipeau mike@insidemotorcycles.com

Derek Rockel derek@insidemotorcycles.com

ART/PRODUCTION PRODUCTION MANAGER James Neilson james@insidetracknews.com

DESIGN & PRODUCTION Dawn McClintock Lindsey Broad

CIRCULATION/OFFICE OFFICE ADMINISTRATION Isabel Weber isabel@insidemotorcycles.com

SUBSCRIPTION RATES (CANADA) 1 Year (8 issues): $24.99 2 Years (16 issues): $39.99

Ethan Weber admin@insidemotorcycles.com

WHERE TO FIND INSIDE MOTORCYCLES You can find us at finer news outlets like: Chapters-Indigo Shoppers Drug Mart Walmart Loblaws Alternatively, you can pick up a copy at your favourite motorcycle retailer or insidemotorcycles.com.

CUSTOMER SERVICE/ SUBSCRIPTION INQUIRIES Lindsey Broad lindsey@insidemotorcycles.com SUBSCRIPTION INQUIRIES subscriptions@insidemotorcycles.com

PUBLISHER Inside Motorcycles is published 8 times a year by Inside Track Communications, Inc. PRESIDENT: John Hopkins john@insidemotorcycles.com

TREASURER: David Weber david@insidemotorcycles.com

VICE PRESIDENT: Greg MacPherson greg@insidemotorcycles.com CONTRIBUTORS Graham Clayton, Lee Martin, Dawn McClintock, Brett McCormick, Suzanne Pelletier, Bruce Thomas, Shelby Turner, Todd Vallee.

PHOTOGRAPHERS Graham Clayton, Richard Coburn, Don Empey, Shelley Gamm, Les Kalman, Rob MacLennan, Tim McGill, John Meaney, Bill Murphy, Outlaw Productions, Paolo Pedicelli, Karolina Pelc, Bill Petro, Bob Szoke, John R. Walker.

MAIL PREFERENCES We may make our mailing list available to other carefully screened organizations. The material sent to you is reviewed by us before our mailing list is released to ensure the company is reputable and their materials are appropriate. If you would prefer NOT to share your information, write to Privacy, c/o Inside Track Communications, PO Box 370, Brights Grove, ON N0N 1C0 or email: privacy@insidemotorcycles.com.

COPYRIGHT All rights reserved. Reproduction in whole or in part of this publication without prior written permission of Inside Track Communications Inc. is strictly prohibited.

EDITORIAL CONTRIBUTIONS Editorial contributions should be preceded by a query letter. Inside Track Communications Inc. assumes no responsibility for loss or damage to materials. Letters are considered “for publication,” unless otherwise indicated, and may be condensed.

DISCLAIMER All content within this magazine is provided for general information, educational and resource purposes only.

Inside Motorcycles is not responsible or liable for any action that a reader takes in connection with the demonstrated exercises, instructions and riding advice provided in this magazine. Please note that certain activities described in this magazine may be dangerous, especially if proper safety equipment and clothing is not used.

RIDE SAFE All riders pictured and contributing to Inside Motorcycles are trained riders, riding in safe conditions.

Please take care in riding and wear all safety equipment.

RETURN UNDELIVERABLE CANADIAN MAIL TO: PO Box 370, Brights Grove, ON N0N 1C0 ISSN 1480-0187 Publications Mail Agreement #40023793

www.kiska.com Photo: P. Platzer

THE EVOLUTION OF NAKED FURY THE BEAST is constantly mutating to remain the apex predator.

The new KTM 1290 SUPER DUKE R EVO features WP APEX semi-active suspension, allowing you to fully harness the power of the mighty V-twin and stay ahead of the pack.

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.

Celebrating 50 Years of M

BMW Motorrad is marking the 50th anniversary of the BMW M emblem with the introduction of the M 1000 RR 50 Year M edition.

Featuring the M Competition package as standard equipment including M branded carbon-fibre and milled components and badging, the M 1000 RR 50 Year M edition features an exclusive Sao Paulo Yellow paint scheme.

MSRP for the M 1000 RR 50 Years M is $48,880 with availability in Canada in late 2022.

Visit www.bmw-motorrad.ca for more information. IM

The BMW M 1000 RR 50 Years M.

PHOTO COURTESY OF BMW PRESS CLUB CANADA

Harley-Davidson Nightster

The Sportster family has gained a new sibling with the introduction of the 2022 Harley-Davidson Nightster. While the Nightster is built around a 60-degree liquid-cooled V-Twin engine, similar to the Sportster S introduced in 2021, this all-new model features a 975 cc version of the Revoution Max powertrain producing a claimed 90 horsepower and 70 ft-lb of torque.

The Nightster is equipped with a 19-inch front wheel and 16inch rear. A low 705 mm (27.75 in) seat height adds to the overall low-slung visual while also appealing to less experienced riders. Selectable ride modes as well as ABS and traction control The 2022 Harley-Davidson Nightster.

PHOTO COURTESY OF HARLEY-DAVIDSON CANADA are standard equipment on the 2022 Nightster.

MSRP for the base Vivid Black model is $16,499. The Nightster is also available in Redline Red or Gunship Gray colours for an additional cost of $500. Visit www.harley-davidson.com/ca for further information and complete specifications. IM

Husqvarna 2023 Motocross and Cross-country models

Following the lead of their KTM and GasGas cousins, Husqvarna has launched their 2023 off-road lineups, highlighted by substantial upgrades in their motocross and cross-country offerings.

Unveiled with two two-stroke models and three four-stroke models, the company’s 2023 motocross lineup sees both the TC 125 and TC 250 two-strokers come standard with electronic fuel injection (EFI) and electric start. The addition of EFI facilitates the introduction of an engine map switch which allows riders to select between two options. Husqvarna’s TX 300 two-stroke cross-country machine also features the same throttle body fuel injection system.

On the four-stroke front, the FC 250 and FC 350, as well as the FX 350 cross country, receive updated engines and all four-stroke models receive a new quickshift sensor to accommodate seamless clutchless upshifting.

Complete details including MSRP for the entire 2023 Husqvarna off-road line2023 Husqvarna TC 125.

PHOTO COURTESY OF HUSQVARNA MOTORCYCLES NORTH AMERICA up can be found online by visiting www.husqvarna-motorcycles.com/en-ca. IM

LiveWire S2 Del Mar Unveiled

With its first product introduction since being spun off from Harley-Davidson, LiveWire has unveiled its latest all-electric motorcycle, the S2 Del Mar. Featuring a street-tracker design with 19-inch wheels and wide tracker-style handlebar, LiveWire states that the S2 Del Mar will have a targeted output of 80 horsepower and a city range of 160 kilometres on a full charge.

The first motorcycle to be built on the company’s new S2 Arrow platform, a limited 100 motorcycle Launch Edition of the S2 Del Mar is listed as sold out on the company’s website.

The S2 Del Mar motorcycles will be assembled at Harley-Davidson Vehicle Operations in York, PA and delivery of both the Launch Edition and production models is anticipated in spring 2023.

LiveWire S2 Del Mar prototype.

For more information visit www.livewire.com. IM PHOTO COURTESY OF LIVEWIRE 10 Inside Motorcycles

Fourteen-time Canadian Superbike Champion Jordan Szoke. PHOTO BY BOB SZOKE

Jordan Szoke Seriously Injured in Motocross Accident

The starting grid of Canada’s national Pro Superbike championship will look different in 2022, when for the first time in more than two decades, 14-time champion Jordan Szoke will not be present as he recovers from injuries sustained in an off-season motocross accident.

Szoke, who is anticipated to miss the 2022 CSBK season, was participating in a media event at Ontario’s Walton Raceway on May 10 when the incident occurred.

After being treated at a local hospital, Szoke was transferred to a hospital in London, ON for further treatment.

A future Canadian Motorcycle Hall of Fame member, Szoke holds the records for Canadian Pro Superbike victories and championships and prior to this accident was actively training in anticipation of competing for his 15th national title.

A GoFundMe campaign has been established to raise funds to assist Szoke financially during his recovery and can be found by searching Jordan Szoke at www.gofundme.com.

The entire team at Inside Motorcycles wishes Jordan a speedy recovery and look forward to his return to the top step of the podium. IM

Looking back at the July/August 2012 issue of Inside Motorcycles, it is impossible not to reflect on how far motorcycle technology has evolved in the last 10 years.

Where technical editor John Sharrard’s review of the then all-new 2012 Yamaha YZF-R1 highlighted an updated traction control system and other leading-edge components such as LED lighting, today these features are standard equipment on many entry-level bikes selling at a fraction of the $14,999 MSRP of the 2012 R1.

The summer of 2012, saw CSBK racing action heating up with Andrew Nelson holding off Matt McBride and Jordan Szoke to take the top step in an all BMW podium sweep in the first Pro Superbike race of the season. While many of the names have changed over the last decade of CSBK competition, one name that stands out when reviewing race results from 2012 is ninth place finisher Francois Dumas. While Francois has hung up his racing boots, the Dumas name remains on the CSBK grid in the form of his son and 2021 CSBK Pro Superbike Champion Alex Dumas.

The biggest news in the world of motorcycle racing 10 years ago, was the surprise announcement from reigning MotoGP champion Casey Stoner of his intention to retire from active competition at the end of the 2012 season. While many were caught off guard by Stoner’s decision, his desire to retire at the top of his game and devote time to his young family demonstrated the racer’s priorities as he transitioned to test rider for multiple brands and most recently riding coach for Ducati’s factory MotoGP team. IM InsideMotorcycles.com 11

Two Sides to Every Story

As a director with the PDRA it was interesting to read Mr. Daley’s opinions on this year’s Numb Bum race and the issues his team had during our event.

As with many things in life there are two sides to every story, and I hope that Inside Motorcycles and its readers realize that this article is filled with opinions but sorely lacking in facts.

I think most would agree being a referee in any sport is a thankless job and for Mr. Daley to use his position as a “reporter” to publicly demean head referee Mr. Cheron is beyond unbelievable. I personally expect much more from Inside Motorcycles, or for that matter any other purported news agency. The PDRA absolutely stands behind Mr. Cheron’s decisions and actions regarding this issue 100 percent. The fact that Mr. Cheron permitted the rest of Mr. Daley’s team to continue riding demonstrates his compassion for the effort the rest of the team put towards getting to and competing in this year’s race. Mr. Daley implies in this article that this episode could have been better dealt with, the PDRA is always open to suggestions on ways to improve our events for all involved and would certainly welcome feedback from Mr. Daley.

Dave Wall, Director, PDRA Hi Dave, I want to sincerely thank you for reaching out and providing your perspective on the events that transpired during the 2022 Numb Bum race. As you rightly point out in your letter, there are two sides to every story, and in cases where these diverge it is important that IM’s audience is afforded the opportunity to read both. As a publication, Inside Motorcycles respects our contributors’ abilities to express their opinions and thoughts on the

Motovan Continues to Expand Product Lineup

Canadian powersports distributor Motovan has added to its portfolio of products with the recent distribution announcements for Cardo Systems and System 3 Off Road. Specializing in the UTV market, System 3 Off Road designs, develops and manufactures industry leading radial tires and cast aluminum 12 Inside Motorcycles

products, events and people that are featured in these pages; however, it is important to clarify that the publisher and editorial team at Inside Motorcycles have the utmost respect and admiration for the people and organizations that make motorcycle racing possible.

Without individuals like Mr. Cheron, who are willing to dedicate their time and effort, while dealing with situations and often making difficult decisions in real time, racing events – whether they be local, regional or national; amateur or professional – would not be possible. – Ed.

Family Matters

Hi Frank, Just read your article on Doug, a.k.a.

Moop. The Sehl family came from Waterdown where I grew up. Earlier, we were all members of the Steel City Riders. I was closest to Jim and Dave and we sang together in the church choir with their mother Jean the mainstay of the family.

Wilf, the boys’ father, believe it or not, never set foot inside the church. He was too busy in the garage working on a bike or car. Many, many races I can remember when Dave was in the top three places.

Jim had a young family and that may have put a damper on him continuing in competition. Yet, I remember Jim having worked on his set of spike tires for the ice races in Quebec when I dropped in one winter night for a visit. Also, there hung his Triumph frame in parts all nicely painted up in the basement. Not only was he a great painter, detailer and tuner, he was there with full support for Dave and others after him. The house was all about motorcycling. Jean’s stove top was very handy for soaking a chain in melted grease. Her house was with varied rooms of mini shop spaces along with the outside two car garage.

Wilf worked for Gulliver Motors in wheels. Under the new agreement, Motovan will be the exclusive Canadian distributor for System 3.

Established in 2004, Cardo Systems is a recognized innovator in the production of state-of-the-art wireless communication and entertainment systems for motorcycle riders. With products available in more that 100 countries, Cardo offers wireless solutions for all

Hamilton as a mechanic. It was he who taught the boys about how things ought to run. I believe he was in hill climbing at one time. Jim of course learned fast as well did Dave. Wilf and Jean were always at track side and supporting the boys most everywhere they travelled, winter or summer. The boys learned from their parents the values of encouragement and steadfastness and getting it done right.

It is sad to learn of anyone’s early passing but the battle that Doug fought was clearly upsetting to hear. He was the youngest and I expect only about 65 if I remember the span in years between he and myself.

Keep writing Frank. You bring out a lot of history in your words. Thanks.

George Best

Gearing on KTM 890 Adventure

Hello Patrick; can you please describe the gearing on this bike, and great magazine!

Mark Andrews Hello Mark, The gearing on the 890 Adventure is very well matched to the bike’s overall dimensions and intended use. On the street, some riders may find themselves wanting for a taller first gear and less of a step between first and second, but during a week of riding in stop and go city traffic I had no issues with these ratios. Off-road, this same gearing combined with the 890’s ample low-rpm torque to deliver a very confident ride over rougher surfaces.

The 4,500 rpm required to maintain a 120 km/h freeway speed in sixth gear may be a little more than some of the 890’s competitors, but it allowed for impressive roll on acceleration and negated the need to downshift when passing other vehicles. Hope this helps and please let us know if you have any other questions. – Ed. IM disciplines of motorcycle riding.

Visit www.motovan.com to learn more about products from both Cardo Systems and System 3 Off Road as well as the complete lineup of gear, accessories and parts available from Motovan. IM

COLORS AVAILABLE

DISTRIBUTED BY

Olympia Seattle Jacket

By Mark Dzikowski After testing the Olympia Dakar 3 and Airglide 6 jackets over the past two seasons, I was excited to receive Olympia’s newest offering, the cold and shoulder-season-weather Seattle jacket. Living in Canada, and especially in the Rocky Mountains, cold weather riding is the norm, even in the middle of summer. Naturally, I was keen to test it during the variable spring weather.

The Seattle is made of 500D and 600D ripstop EvoThread abrasion resistant fabric. Pockets are waterproof which is great and also include a cellphone pocket. While the Dakar and Airglide are extremely breathable for the hot and/or low speed off-road terrain, the Seattle is virtually opposite of that. The windproof, waterproof and breathable shell is perfect for those shoulder-season temperatures. The waterproof/breathable characteristics are provided by the AquaRes membrane layered underneath the ripstop shell. I didn’t have a chance to test the jacket in the rain so cannot comment on the level of waterproofness of the Seattle just yet, but the rainy season is upon us so should get some good tests in the near future. The removable Insultex liner kept me warm down to around five degrees Celsius with only a T-shirt underneath and the zippered vents could be opened in case the temperatures got warmer. From the safety aspect the Seattle receives CE Level 2 elbow and shoulder armour and a CE Level 1 back protector. Our test jacket was the black, grey and yellow colour scheme and the yellow reflective stripe worked excellent in making us more visible on the road.

Fit is consistent with the other Olympia offerings (test jacket was size large); however, the stiffer ripstop Cordura fabric definitely feels a little bit more constraining especially with the Insultex liner. I found the jacket arms felt tight but not uncomfortable. Luckily the jacket has adjustable snaps which allows for fine-tuning the fit. I found the cut of the jacket to be well suited for the more upright riding position of adventure bikes that we were riding. The amount and location of the pockets is pretty much the same as the Dakar 3 which is excellent as we love that pocket layout. The rear bum pocket is my favourite as it allows me to pack a myriad of things like snacks, additional rain gear or tools. IM

Available in sizes: S to 3XL MSRP: $479.99

Pros

+ Warm and windproof. + Good CE Level 2 protection in shoulders and elbows.

Cons

– Might be tight in the arms for some people with liner in.

– Only CE Level 1 back protector.

Molecule Helmet Care Kit

By Patrick Lambie A quality helmet is an investment in your own safety and keeping it clean is about more than looking good. Taking care of your helmet also ensures that it will continue to function at, or above, the level of performance it was designed and built for. The good news is that looking after your helmet is easier than ever with the Molecule Helmet Care Kit. Conveniently packaged, the kit includes a detailer to clean the helmet exterior, a rain repellant visor cleaner as well as an anti-fog treatment and a helmet refresh to clean and deodorize the interior of your lid, each contained in a 118 millilitre non-aerosol pump bottle.

Application of the detailer is as easy as covering the entire exterior and then buffing the helmet with the included microfibre cloth. The resulting clean and streak free surface looked as good as new, easily removing dirt and dead bugs. Only complaint is that the supplied cloth is very small and quickly became saturated.

Rain Repel, applied to the exterior of the visor and then buffed off after drying, delivers an impressive result that sees rain bead and run off the visor, dramatically improving visibility when stuck in inclement weather.

Properly applying the Anti-Fog treatment to the inside of the visor is best accomplished by removing the visor. Once applied and buffed, the re-installed visor stayed clear in all conditions. The Helmet Refresh is applied by simply spraying it inside your helmet. Designed to eliminate odours, the skin-friendly proprietary product will keep your helmet smelling like new.

Priced at just $24.99, the Molecule Helmet Care Kit is available for gloss and matte finishes. IM Pros Cons

MSRP: $24.99 14 Inside Motorcycles

+ Complete helmet care in a box. + Rain repel will make your day.

– Anti-fog works, but challenging to apply.

– Included cloth is too small.

SAFE FOR USE IN ALL MOTORCYCLES

Maxima 4-stroke engine oils meet or exceed the requirements set forth in your motorcycle owners manual. For use in all motorcycle brands: Kawasaki, Yamaha, Honda, Suzuki, KTM, Husqvarna, GasGas and more.

Guaranteed by Maxima Racing Oils / Made in the USA / MaximaUSA.com

ON THE PIPE MARK DZIKOWSKI

New Blood

C

ontrary to what many of us believe, we didn’t come out of our mother’s womb with a helmet on and throttle wrist cranked. Many of us came into the motocross and off-road sport later in life, some even into our forties and fifties. When getting started in the sport, new riders can have trouble finding veteran riding partners to teach them the ways of the backcountry.

While going for a solo ride on the street or racetrack is absolutely ok, going into the bush on a dirt bike or adventure bike by yourself is not recommended. Too many things can go wrong in the bush, sometimes many miles away from help, to be left to luck and chance. So, if someone wants to get into the sport as an adult and find experienced riding partners, how do they do it?

There are many proven avenues for doing that. New riders can take riding schools (this is a must for beginners in my opinion anyway), attend local riding club meetings or meet fellow riders on regional online forums to try and find riding partners. But the chance is, they will meet and gravitate to people that are also new riders. Adding to that stigma, a lot of seasoned riders don’t want to waste their time putting up with a slower rider that could become a liability.

At least that has happened to me when I

migrated from the street to off-road in my early thirties. Heck, even I became an elitist when I got more competitive doing more training for races and groaned when a newb rider joined. Frankly, it’s quite understandable. We only have so much free time, and when we do go for a ride, we want to get the most of out of it. Having to wait on a slower rider can “ruin” the ride on your preconceived ideal day. That is a short-sighted way of looking at things and it took me years to realize that.

These days, I’ve grown to appreciate patience and mentorship to be some of the most rewarding traits when applied to our sport. Sure, you can still plan a fast or techy ride with your core buddies or enter a race to pin it for three hours pinging off trees to get that bug out of your system. But mixing in the more leisure rides with less skilled or new riders can give you something else other than the adrenaline rush, like seeing the joy of new riders having that “aha!” moment after you gave them a quick riding tip.

My belief is that seasoned veterans have a responsibility to mentor new riders on trail etiquette, trail maintenance and of course teaching and passing on riding skills knowledge to those that want it. When I was a new rider riding with more experienced

Taking my friend out for a ride after his 10-year absence from the sport was a beauty. Smiles and laughs all around and we didn’t break any speed records in the process. PHOTO BY MARK DZIKOWSKI

16 Inside Motorcycles

friends, it was frustrating at times trying to keep up without having the knowledge how to do it. I was too shy and maybe too proud to ask for any pointers. These days, if I’m riding with a faster or technically better rider, I just flat out ask.

“What gear were you in on that hill?”

“Did you break early or late going into that corner? When did you start getting on the gas?”

“How did you get over that elevated log?”

“Would you have any tips for cleaning that rock section back there?”

Questions like these usually will lead to an open discussion about riding techniques that will make your ride more fun, engaging and foster practicing the new riding tips for the remainder of the ride. On the flip side, I believe in offering tips or suggestions only when someone wants to hear it. This doesn’t mean waiting for someone to ask me for help. If I see someone struggling, getting exhausted, frustrated and trying to keep up, I would often ask: “Wanna hear a tip that worked for me in this situation?”

Nine times out of ten, I hear: “Yes please! I’d love to hear some tips.”

I have also found that the older I get, the more I enjoy the more leisure paced rides without the pressure or ego to keep up or stay ahead of other riders. Just this week I took out an old friend of mine who’s been away from the sport for ten years on his first ride on a new-to-him bike. This fun and stressless ride allowed me to enjoy the places we were riding through, having time to practice new and old techniques and it was just a good time with a buddy filled with laughs, fist bumps and high-fives.

So, if you’re a new rider, leave your ego at home and don’t be afraid to ask for riding or trail tips from other more experienced riders. And veterans, try offering help to the new blood in this sport. You might just find it extremely rewarding and then continue to watch them improve and get better and potentially/eventually become better riders than you. IM

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

THE SHARP EDGE TONI SHARPLESS

Building a National Race Series

A

s I write this, I am on the cusp of launching the Canadian Mini Superbike Championship series and Canada Cup National Championship series, for youth and adults to access and enjoy the sport of road racing on a low budget and risk level, and it surprises me how nervous I am. I am more nervous rolling out a race series for others to race than I am rolling to the start grid on my own race bike. Now I know how my mom felt!

Throughout the winter and springtime, I panicked every time the snow started to melt. We don’t have this done yet! And we still have all of that to do!

The series has been two years in the making with the goal in mind to send a Canadian to the FIM MiniGP world series in Europe. The build has involved arduous research to formulate and create the basis of the Canadian road to MotoGP. There were contracts, insurance and legal stuff to wade through, a rulebook to write and riders to cultivate through the Super Sonic Road Race School. It took five months to create the rulebook, an ironic fact, because in all the years of racing flat track, ice racing, motocross, enduros and road racing I never read a single rulebook nor made a single protest. Now I can say I wrote 65 pages of rules and regulations. It amused Jamie to see me labouring over it.

It boggles my mind, knowing now what goes on behind the scenes towards building a national race series – like Colin Fraser of Professional Motorsports Productions, producer of the CSBK series, has done for 40 years! Or Mark Stallybrass founder of CMRC and promoter of the Rockstar Energy Drink Motocross National series who after 29 years running, sold the series to Jetwerx owner Justin Thompson who created Rockstar Triple Crown Series in 2018. And Aaron Hesmer, who has resurrected the sport of flat track with his Flat Track Canada series since 2013. I now have a newfound respect for these people.

Then there are all the race series support 18 Inside Motorcycles

people who marshal, work the corners, do registration and administration. Carol Mathison, our road racing monarch who is the chief registrar at CSBK has been with Colin since the mid-80s after several years of corner marshalling at Mosport. Carol ran timing and scoring for a few years then moved to chief registrar. “Carol has done everything and knows something about every aspect of the racing business,” Colin said adding, “It doesn’t matter how good your rulebook or structure is, you are nothing without good people to run it.”

I did not create the series alone. The Super Sonic team, my right arm and left arm as l introduce them, are our good friends Mike and Michele Bell of Bellistic. ‘MnM’ are a dynamic duo coming from the engineering world and all things motorcycle with a highlevel skill set and energy to match to professionally produce any motorcycle event.

MnM have been instrumental in developing all aspects of our school and race series. The only downside is that I have to share them with my brother Blair as they are an integral part of his Corduroy Enduro team and since Blair procured them first, I have to stand in line if there is Cord stuff to work on!

In the research stages I reached out to many in the business including Pro 6 who are new to producing a race series, but not new to the business of racing. The Pro 6 team are Joe Temperato and Sandy and Sheena Noce. Sheena is the administrator of their 36-event track day schedule as well as their five round race series called Pro 6 GP and the TRAC School. Sheena is a queen; an accomplished flat track racer who is equally comfortable on a road race circuit, she has managed to prepare for the Pro 6 GP 2022 season as well as navigate the online learning system with two youngsters at home during the lockdown of the pandemic. I am unable to comprehend how she did it. I had the luxury of scheduling my own time in a quiet office space at home without having to be a teacher’s aid and I still had anxiety attacks!

My anxiety was always calmed by Jamie though, my pillar and voice of reason. When the snow would melt he would ‘talk me down off the ledge’ as the saying goes, and tell me it will all work out. And when I was stuck on something in the building process Jamie always reminded me who I could call.

John Bickle, the godfather of road racing was one of those people on my call list.

John, a former Grand Prix pro class racer is a long-time road racing supporter, with a trackside business called Bickle Racing giving back to the sport by supporting race classes, sponsoring riders, teaching and volunteering. As testimony to John’s contribution to the sport you’ll find many competitors’ bikes with the familiar Bickle Racing decal. With all of his credentials, Jamie told me to call John often. In one of our conversations John said, “Your busiest time will be in the off-season and when the flag drops for the first race you’ll feel a weird uncomfortable calmness.”

I’m looking forward to that ‘weird uncomfortable calmness.’ IM

If this was the only place all the files and reference papers were located in the house, Jamie would have a table to sit and eat at.

InsideMotorcycles.com 19

INSIDE IMPRESSION | 2022 KAWASAKI KLR650 ADVENTURE

VERSATILE AND THRIFTY THUMPER

K

awasaki’s venerable KLR650 dual sport thumper, updated and enhanced to Adventure status in the case of our tester, is the Swiss Army knife of motorcycling. It is a useful, do-everything offering. That the KLR has the flexibility to do many things well means you are comfortable knowing that there are more specific tools available, but not at the best price with the utmost versatility.

It is true that on Christmas morning, the biggest Swiss Army knife is appealing. However, those additional seven or eight gadgets that you never use make Grandma’s gift bulky and heavy in your pocket, and you soon go back to your original multi-tool.

To be fair, the new KLR Adventure we tested does have a toothpick and tweezers. Among the additional standard items that come with the Adventure package are mid-sized side cases, auxiliary lights and crash bars. The only non-standard item on our tester was Kawasaki’s heated grips, definitely a riding season extender in Canada.

Of course, you could pick and choose these parts from the aftermarket, and very specifically tailor your bike on your terms. But in terms of realistic ownership, getting all the bits at once, as tested and warrantied by Kawasaki, is a very strong idea.

Only occasionally updated since its 1980s debut, the KLR returns with fuel injection, a key update in terms of meeting global emission standards. Cams are revised, and the exhaust is now smaller in diameter, with the aim of increasing midrange. Going along with the FI update, the KLR650 now gets an 02 sensor and a catalyser to enhance clean running.

The five-speed transmission gets some attention but remains a five-speed. The clutch action is enhanced with the switch from ball bearings to thrust needle bearings, and shift forks are updated. The finish on the top two gears is enhanced to increase durability on an established design famed for sturdiness.

20 Inside Motorcycles

2022 Kawasaki KLR650 Adventure

BY COLIN FRASER

PHOTOS BY BEN QUINN

InsideMotorcycles.com21 21 InsideMotorcycles.com

While the move to fuel injection is among the most notable changes to the KLR650, there are other upgrades for 2022. Thanks to the updated battery and generator, the 2022 KLR650 is able to provide power for optional accessories such as heated grips as well as the auxiliary lights that come with the Adventure package, which also includes side cases.

The frame is updated and is now one piece, in conventional steel.

The rear subframe, previously removable, is now incorporated into the complete frame setup. The advantage is that you can now carry more weight, but the trade-off is that the old MX style design is gone – a big crash means more than a new subframe.

Realistically, a careful owner or mechanic can probably straighten the subframe after a major off. However, most manufacturers are bragging these days about a switch toward removable/easily replaceable subframes.

Rake and trail have increased slightly, and the wheelbase is up thanks to a slightly longer swingarm. This switch to a more conservative, pavement-oriented geometry doesn’t provide any downside in real world use and is probably a solid step up for 22 Inside Motorcycles

the average owner in most situations.

Suspension-wise, the KLR remains very basic, although the internet is absolutely jammed with a wide range of suggestions if you get ambitious. If you head in this direction, please do your research!

The front fork is 41 mm in diameter with zero adjustments available, while out back the shock has a piggyback reservoir and adjustment potential for spring preload and rebound, but no compression clickers. Kawasaki’s Uni-Trak rear linkage controls the rear shock’s claimed 185 mm (7.3 in) of travel.

This would be a good time to consider the handling aspects of the KLR650. Many owners will never tax the limits of a fairly basic setup. The chassis gives you lots of feedback, and plenty of warning about impending drama, especially on looser surfaces.

Overall, the bike is solid if a little flexy, and any serious suspension improvements would remind you of the general “softness” of the frame.

On the street, none of this is a problem, and the bike is well balanced with good overall road manners. Off-road, it is no motocrosser, but it does not claim to be – would you go racing with your tent and/or partner on the back?

Certainly, there are bigger, much more powerful, expensive offerings with similar adventure intent. In the end, can you afford to ride your adventure bike in a truly aggressive manner off-road? Do you have the skill and confidence? Can you afford to repair the bike, or realistically have the talent to get it running and limp to civilization, post nerf?

On loose surfaces, the biggest issue is the high overall weight, with the centre of gravity certainly higher than on a pure dirt bike. This reality is due to the included creature comforts including a fairing and luggage, both useful and necessary while adventuring.

The battery and generator are updated for 2022 to provide more power for accessories, such as the included secondary lighting and heated grips. The windscreen is now slightly adjustable and taller, although tools are required. I was impressed by the addition of a half-inch tube inside the fairing, the perfect mount for a variety of potential tools, starting with your phone and/or GPS. The seat is also new, but remains a one piece, MX style. Many reconfigure the seat, easily done, but for me it worked just fine. It also offers lots of room to move fore and aft, be that for off-road weight movement or simply a change of perch on the highway.

On pavement, the tall and soft setup combines with dual sport Dunlop rubber and a 21-inch dirt-oriented front rim to make the KLR seem a little tippy when you first get going. It takes no time to get use to this, and from there it is unintimidating and easy to learn.

On-road, the updated brakes have good feel but modest power, and require a solid grip. Of course, when you get onto looser surfaces, the brakes work very well, and more power could be an issue, so a good compromise all around.

Our tester came with ABS, a low-cost option on the standard, non-adventure version of the machine. While hard-core off-roaders have strong opinions regarding ABS, I think the addition of anti-lock is a requirement on the street.

The Kawasaki was comfortable for my six-foot, short legged frame. My 31-inch inseam meant I could just about get both feet flat on the ground, so seat height could be an issue for shorter riders. The flip side is the general good comfort level while cruising, a pleasant surprise.

The previous version worked okay on the highway, but the new version is better. The rubber covered footpegs aren’t ideal for the dirt, but on-road they control vibration from the big single, greatly enhancing comfort over a long ride.

With the small windscreen in the lower position, the wind blast hit my helmet at visor limit – almost ideal for my preferences. The pocket of stable air behind the fairing might not be that big, but

combined with the hand guards works surprisingly well, with little turbulence – a big problem on some adventure offerings.

I liked the overall design of the handlebar, although if it were my bike, I would rotate it slightly rearward for a little more room, especially when standing while off-road. This is certainly one area where you can personalize to your heart’s content, and unlike many styles of modern motorcycles, there is plenty of room (and cable length!) to make your changes.

Power is decent, but certainly not overwhelming. With the new Keihin fuel injection, the engine is better behaved, and even short shifting will not provoke the dreaded single-cylinder chugglng. The sweet spot seems to be around 5,300 rpm, according to the dyno, but of course without a tach, you will quickly learn this detail by feel.

Cruising at 120 to 130 km/h on the highway is no problem, and as mentioned, the seat worked well over distances for me.

There is certainly more power lurking under the very conservatively finished cylinder head, but any updates would likely spoil the flat, smooth, torquey power delivery. This is certainly the most refined and friendly version of this long running engine – so far.

The clutch is easier to use when moving slowly on loose surfaces, although it did get a little warm during a photo shoot. The shifting was positive, neutral easy to find, but the spacing a little tight when I wore my size 11 off-road boots.

I hadn’t ridden a KLR650 in several years, but it’s a machine I think about often, since the design has so many hard-core, high mileage fans. The new version retains almost all the previous positives, with enhanced rider amenities and an improved powerplant. The cult of KLR lives on! IM InsideMotorcycles.com 23

S P EC TA B L E

2022 Kawasaki KLR650 Adventure PROS:

+ flexible, usable power + good package of accessories

CONS:

- basic suspension - still miss a tachometer

Suggested Retail: $9,699/$9,999 with ABS Colours: Cypher Camo Gray Engine: Liquid-cooled single, 4-stroke, DOHC, four valves per cylinder Displacement: 652 cc Bore & Stroke: 100 x 83 mm Compression Ratio: 9.8:1 Power: 34.5 hp at 5,900 rpm, at rear wheel, Dynojet dyno Torque: 33.6 ft-lb at 4,500 rpm, at rear wheel, Dynojet dyno 24 Inside Motorcycles

Fuel Delivery: Digital Fuel injection, Keihin 40 mm throttle body Final Drive: chain Weight: 221 kg (487 lb) wet /non-ABS 219 kg (483 lb) Transmission: Five speed, cable actuated wet clutch Frame: Tubular steel, semi-double cradle, steel swingarm Wheelbase: 1,540 mm (60.6 in) Seat Height: 870 mm (34.3 in)

Suspension (front): 41 mm Sachs conventional fork Suspension (rear): Uni-Trak gas charged single shock with piggyback reservoir, adjustable for preload and rebound damping Tire (front): Dunlop K750 90/90-21 M/C 54 S Nylon Tire (rear): Dunlop K750 130/80-17 M/C 655 Brakes (front): Single 300 mm disc, dual-piston caliper Brakes (rear): Single 240 mm disc, dual-piston caliper Fuel Capacity: 23 L

26 Inside Motorcycles

Timeless in the City 2022 Royal Enfield Classic 350

BY PATRICK LAMBIE

W

hen conversation turns to manufacturers whose lineups incorporate affordable motorcycles purpose built for new riders or urban commuters, names like Honda, Yamaha, BMW and Royal Enfield are among those that come to mind. Wait… What? Royal who?

Having established a North American headquarters just seven years ago, the Royal Enfield brand is very much in its infancy in Canada, and many may be surprised to learn that the company has been manufacturing motorcycles since 1901. Even more will be surprised by the fact that in 2021, Royal Enfield sold more motorcycles worldwide than Harley-Davidson, BMW and Ducati combined.

With a dominant position in its home market of India and having become a mainstay in South America, Asia and Europe, North America is on the top of Royal Enfield’s agenda for expansion with a current lineup that includes the Himalayan adventure bike, twin-cylinder Continental GT 650 and INT650 models, and the Meteor 350 that was introduced in 2021. Adding to the company’s classic-inspired offering, Royal Enfield has introduced the latest version of the Classic 350 for 2022.

Eager to experience Royal Enfield’s unique less-is-more approach to motorcycling – and have a break from what had turned out to be dismal spring weather here at home – I gladly accepted an invitation to travel to Savannah, Georgia for the press launch of the 2022 Classic 350.

First impression based on the Dark Stealth model (the Classic 350 is currently available in four different styles with five additional styles scheduled to arrive later this year) on display during the welcome reception, confirmed that Classic is both a moniker and overall design direction for this model. With a teardrop gas tank, large front and rear fenders, low-slug exhaust pipe, dual rear shocks and single headlight complete with a chrome eye-

PHOTOS: ROYAL ENFIELD

brow, fans of Royal Enfield models such as the 350 Bullet of the 1940s and ‘50s are certain to be pleased. While the Dark models feature ten-spoke cast wheels (19-inch front and 18-inch rear), other variations utilize wire-spoked rims, adding a further level of nostalgia to what I must admit is a cool looking motorcycle.

During the technical briefing, the team from Royal Enfield expanded on the classic theme, explaining that it is more than design style, but also a way of riding where motorcycles include “everything you need, and nothing that you don’t.” Falling under the category of things that you do need, a new 349 cc single-cylinder air/oil-cooled counterbalanced engine, fuel-injection, disc brakes and dual channel ABS bring modern-day elements to the Classic 350.

The following morning, under the sunny skies of Savannah, the assembled team of journalists ventured outside the hotel where a line of Classic 350s in each of the four available colours / styles stood waiting to be selected like the kids in our childhood waiting to be picked for a pickup game of baseball. Walking down the line I came across the Dark Stealth model that had been on display the previous evening and decided that this would be my ride for the morning. While the military-styled Signals models were cool, the black paint and offset red pinstriping of the Dark Stealth seemed to be more my style. As an added bonus this particular bike was also equipped with slick looking bar-end mirrors and larger footpegs as well as a passenger backrest, all from the Royal Enfield accessory catalogue.

As we prepared for our day of riding, I noticed that the Classic 350 included a centre stand, which to me seemed like a questionable item to include as standard equipment, especially when considering the bike’s less-than-svelte steel frame which brings the wet weight to 195 kg (430 lb). I know that many will find this to be a must-have component that makes chain adjustments and InsideMotorcycles.com 27

The 2022 Classic 350 (left) offers a straightforward approach to riding with 349 cc single-cylinder engine (inset left) surrounded by retrothemed details such as wire spoke wheels with large fenders (inset centre) and analog speedometer (inset right).

maintenance easier, but for me it just seemed like extra weight.

In fairness, the low 805 mm (31.7 in) seat height and well-balanced weight distribution should offset any concerns that new or smaller riders may have.

When initially firing up the engine, I had to give the throttle a twist to actually determine that the engine was running as the exhaust note at idle is barely noticeable and vibration from the single-cylinder thumper negligible. On a similar note, kicking the five speed transmission into first gear was so smooth that it required a look at the display to confirm it was no longer in neutral (the Classic 350 features a single analog display with speedometer, neutral indicator and warning lights, as well as a small LED display that can be set to odometer, trip meter or clock).

Riding through the historic streets of downtown Savannah not only provided the perfect backdrop for this vintage looking machine, but also the opportunity to see how the Classic 350 would handle the rough cobblestone surfaces. Comprised of a non-adjustable 41 mm front fork and the twin shocks with six preload levels, the suspension was surprisingly smooth but as the surface deteriorated, you are quickly reminded of the bike’s limitations. Our route along the narrow winding streets of Savannah also demonstrated how responsive the Classic 350 is to steering inputs, allowing itself to easily be navigated through busy traffic. The single front 300 mm brake disc with a twin-piston ByBre caliper and 270 mm rear disc with single-piston caliper provided stopping power that is more than capable of handling the Classic 350’s limited speeds.

Prior to starting out in the morning, one of the Royal Enfield team members had reminded us that small-displacement single-cylinder engines are built to be used and that the 349 cc 28 Inside Motorcycles

engine in the Classic will function best when you are not shy to twist the throttle. This was also evident when I tried to short shift between first and second gears during the in-town portion of our ride and the transmission refused to move. After a couple of unsuccessful tries, I held the bike in first until the engine was screaming at me and then it shifted with no issue. I rode a couple of other bikes from the Classic 350 fleet during the day and they all had the same tendency. Quirky? Yes, but the Classic 350 is all about character, so it seemed appropriate.

On the highways outside of Savannah, when the chance to crack the throttle arrived, the Classic 350 responded surprisingly well with a solid reply and more acceleration that one might have expected given the engine’s limited peak output of 20 horsepower and 20 ft-lb of torque. Of course, you are not going to get anywhere quickly as the fastest reading I could get the speedometer to was 75 mph despite laying flat against the tank with a full minute of run up. Putting speed limitations aside, the Classic 350 felt solid on the highway with manageable engine vibration. With its relaxed upright riding position, it is easy to see how you could spend an enjoyable afternoon riding along secondary highways in the country.

With an enticing starting MSRP of $5,899 (the Dark and Signals models tested in Savannah will retail for $6,099, while other models scheduled for later in 2022 will start at $5,899), the Classic 350 finds itself in line with small-displacement offerings from Honda, Kawasaki, Yamaha, BMW and others. What sets the Royal Enfield apart, and makes it a worthy contender for your motorcycle budget is its attention to the retro styling that the brand is built on. Commuting on a motorcycle makes perfect sense, but why not get noticed at the same time? IM

S P EC TA B L E

2022 Royal Enfield Classic 350 PROS:

+ Head-turning style + Capable commuter and around town cruiser

CONS:

- Quirky transmission - Limited suspension

Suggested Retail: Starting at $5,899 ($6,099 as tested)

Fuel Delivery: Electronic fuel injection (EFI)

Suspension (front): 41 mm telescopic fork

Colours: Available in 9 different colour/styles

Final Drive: Chain

Suspension (rear): Twin emulsion shock absorbers with 6-step adjustable preload

Engine: Air/oil-cooled, single-cylinder

Weight: 195 kg (430 lb) wet

Tire (front): CEAT Zoom Plus 100/90-19

Displacement: 349 cc

Transmission: Five speed, constant mesh

Tire (rear): CEAT Zoom Plus 120/80-18

Frame: Twin downtube spine frame

Brakes (front): Single 300 mm disc, dual-piston caliper

Wheelbase: 1,389 mm (54.7 in)

Brakes (rear): Single 270 mm disc, singlepiston caliper

Seat Height: 805 mm (31.7 in)

Fuel Capacity: 13 L

Bore & Stroke: 72 x 85.8 mm Compression Ratio: 9.5:1 Power: 20.2 hp at 6,100 rpm Torque: 19.9 ft-lb at 4,000 rpm

30 Inside Motorcycles

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InsideMotorcycles.com 31

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©2022 Bombardier Recreational Products Inc. (BRP). All rights reserved. , TM and the BRP logo are trademarks of BRP or its affiliates. Some models depicted may include optional equipment. Carefully read the operator’s guide and safety instructions. Observe applicable laws and regulations. Riding, alcohol and drugs don’t mix. See your authorized BRP dealer for details and visit canamonroad.com.

BY JASON THORPE

PHOTOS BY COLIN FIELD AND JASON THORPE

L The saddlebags on the Ninja 1000SX provided excellent storage and allowed us to accumulate a worthy collection of craft beverages.

34 Inside Motorcycles

ast year, 2021 was another pandemic summer. The borders were closed – all of them. Masks. Vaccines. It felt like there was nowhere to go, and even if there was, it felt like it would be safer to stay at home. But as I advance through middle age, it’s a greater danger to miss a riding opportunity than to venture out in the middle of a global pandemic.

Editor Lambie had an idea. “There’s lots of microbreweries in Ontario, Thorpe. Why don’t you check some of them out? You like beer, right?”

I do like beer. So does my friend Neil Slater, with whom I actually drank my first beer – a warm Brador in an abandoned car.

A quick call to Chris Hughes of BC Hughes Tourism got things rolling. Hughes spun up a plan and hooked us up with Colin Field, a professional photographer with whom I’d previously ridden. Hughes emailed us an itinerary, taking in the highlights of Simcoe County and its plethora of microbreweries. Next I rustled up a bike. Earlier in 2021 I’d tested Kawasaki’s magnificent Ninja 1000SX sport tourer and had an absolute blast riding it. Fast, smooth and comfortable, with decent-sized saddlebags that would I imagined, hold a fair amount of beer, the Ninja seemed like the perfect bike for a short-range, fast-paced tour.

Neil decided he’d ride his own Aprilia Dorsoduro 1200 which, unfortunately, did not have luggage, but he seemed happy to pack everything into a tall duffle bag.

Colin’s proposed mount worried me. He used to ride a KLR650, but that bike had dissolved into dust, and Hughes told me that he’d be riding his sister’s Ninja 250, replete with multiple Hello Kitty stickers. Neil’s Aprilia is horrifyingly fast, as is the 1000 SX – would Colin be able to keep up?

The late August weekend was forecast as a blistering, record-breaking heat wave. The mid-30s temperatures, accompanied by high humidity, made me anxious as both Neil and I are all-the-gear, all-the-time chaps. Still, so long as we were moving, and so long as we only stopped in the shade, it’d be ok, I told myself.

Sure enough, riding up from Toronto to meet Colin in the town of Creemore, we benefited from a nice breeze wafting down from the Niagara escarpment to our left. Arriving in Creemore, we hustled our way into the retail shop attached to the brewery and grabbed a couple of pint cans to start our collection. Before we’d left Toronto, Neil and I entered into a blood pact – no drinking until kickstands were down at the end of the day. Now, this is obvious common sense, but record high heat combined with free-flowing sample taps at each stop could weaken even the toughest resolve, hence the signed-in-blood promise.

From Creemore we headed northeast, aiming in a roundabout way for Collingwood. Colin was, for the most part, leading the way, but he was restricted by his bike – which was loaded down with a drone and a vast supply of tightly-packed camera gear – so Neil and I shot past him a bunch of times to take advantage of the juicy, sweeping curves and the swell views of the countryside. A short way up, we took a quick right on to Pretty River Road, which was one of those destination roads you read about in magazines. With good reason – it’s a delightful, not-too-tight ribbon of nicely maintained asphalt that cuts across to Collingwood and Georgian Bay. Riding down into Collingwood, we scoped out our lineup of microbreweries. We hit Side Launch Brewery first. It was the largest operation of the day – bigger than Creemore which surprised me – a large, attractive industrial building with a good-sized bar and casual restaurant. Colin, it turned out, was a fan of boot-in-the-head IPAs, which I find a bit too meaty.

Neil on the other hand, made a point of asking at each brewery, “What do you have that’s like Coors Light?” which made him no friends. Ever the apologist for my button-pushing friend, I split the difference and grabbed a couple of easy-going pale ales.

We dashed off to the Georgian Bay Hotel, a mid-sized but still homey complex with comfortable, updated rooms and what looked like an extremely nice pool that I was really looking forward to checking out. But Colin had other ideas. After we’d put our beers on ice, we suited back up and zipped out to the Millennium Overlook Park. Changing into our shorts, we dived right off the pier, into inky black water that looked a bit dicey but proved to be absolutely delightful.

Chris drove down from Owen Sound and picked us up for dinner. Collingwood was – despite the pandemic – just hopping. While waiting for our table at Low Down, an Asian fusion restaurant, we parked ourselves at the 1858 Caesar Bar, where they served Bloody Caesars piled high with all kinds of crazy toppings. Since Chris was driving, Neil and I felt it was important that we sample at least two of these complicated beverages.

Low Down was a great experience. The food here is all about noodle bowls, and after perusing the menu, Neil leaned over and

The world-class roads in Simcoe County (this photo and top opposite page) will simply leave you wanting more.

whispered to me in panicked tones, “I don’t think they have a deep fryer!” By group consensus, we guided him toward a fairly innocuous beef noodle soup, which ended up greatly impressing him.

The next morning promised another scorcher. We saddled up early and headed over to Northwinds Brewery to secure further provisions for that night. At a most reasonable $2.50 for a tall can, we stocked up.

Our route for the first part of the day hugged Georgian Bay, following the coast up around Wasaga beach toward Midland and Penetanguishene. Our next stop was Tiny Treats European Deli, where it seemed imperative that we each consume an entire strudel and some cured meats that did not appear to have been cooked. I recalled from previous trips with Colin and Chris that the goal seemed to be that we should eat until we could not eat any more. Breakfast, at this point, was already somewhere north of 2,000 calories, I estimated.

Still hugging the coast, we ran along the road leading into Awenda Provincial Park, where I’ve camped a couple of times.

Awenda has a lovely feel, with tall deciduous trees on each side of the road forming a shimmering canopy overhead. The canopy isn’t dense enough to block out all of the light, but it does cool the air, delivering a sleepy, oxygenated feel that’s intensely calming and refreshing. Continuing on, we rode through Penetanguishene and passed through to Midland where we stopped for lunch at Dino’s Fresh Food Deli, God help us. The specialty at Dino’s is smoked meat sandwiches. Ridiculously huge smoked meat sandwiches. I’d wager that my corned beef sandwich contained nearly a pound of meat. Throwing myself into the swing of things, I added a butter tart to my order. Feeling sleepy, we nipped into Grounded Coffee Company for a delicious Ethiopian Yirgacheffe.

Still following the Georgian Bay coastline, we passed through Waubaushene and up to Rawley Resort, Spa and Marina in Port Severn, where we were to spend the night. Rawley Resort is much more sophisticated than I’m generally used to, but they didn’t bat an eye at our grubby, road-stained clothes or the mustard I’d spilled down the front of my riding jacket. We were staying in a two-storey suite that was right next to the swimming pool, but once again, Colin was a tease and after we’d loaded up the fridge with beer, he herded us back to the bikes so that we could rip over to Big Chute to check out the Marine Railway.

Now listen. If you never ride another road, I insist that you venture up and experience Whites Falls Road, which leads from Little InsideMotorcycles.com 35

Go Home Bay right up to the Marine Railway. Where the road branches eastward away from Hwy 400, it transforms into a rollicking, sinuous roller coaster with decent surfaces entirely devoid of sand and gravel. As it progresses, the road passes through terrain that looks like it was plucked out of a Tom Thompson painting - Group of Seven landscapes so delicious you could almost taste them.

This road was literally designed for the Ninja 1000 SX. Up to now I’d been quite restrained with the throttle, but here I jammed the gearbox down a couple of notches and pulled the trigger. Neil and Colin ended up a fair way back, but once I reached the end, I doubled back and rode it again.

The Marine Railway lift-lock system is an engineering marvel, and it was a treat to watch it drag a fairly large cabin cruiser up from one level to the next.

Remember – it’s at the end of Whites Falls Road, so consider it a bonus for having listened to me.

Back at Rawley Resort, we went for that well-deserved swim and then crammed in a fantastic dinner – I started with a delicious gazpacho soup and finished with a superb lamb shank.

This is one of those rare cases where a hotel restaurant lives up to the promise of the rest of a top-notch facility.

The next morning, still caught in the middle of mid-30s heat, we headed south on back roads paralleling Hwy 400. In the pastoral town of Coldwater, we stopped for coffee and a pastry at Em’s Cafe that sits right next to the most intriguing Phill Holder’s Steampunk Factory which unfortunately wasn’t open that early.

Continuing south a short spell, we found Quayle’s Brewery, which distinguishes itself by growing its own hops. At this time of the year, the hop harvest was in full swing. Graydon Lau, one of the partners in Quayle’s, gave us a tour and explained the harvesting and processing operation. Quayle’s is a large facility, situated on a large property, and it’s set out as a multi-use event space. I could sense Neil sizing it up for some sort of renewal-of-vows ceremony for him and his wife.

Our next stop was Orillia and what I consider the crown jewel of our trip. The Mariposa Market is ostensibly a bakery and deli, but this doesn’t even come close to fully describing it. Each baked good is delivered on a The Land That Time Forgot scale, with ginormous doughnuts, and huge, lavishly iced pastries.

The basement is dedicated to fudge of uncountable types. It’s a diabetic dreamscape. I settled on a dinner-plate-sized Skor Texas doughnut that I had to work really hard to finish.

A short rip down some more side roads, tracking the north shore of Lake Simcoe took us to our final stop at Flying Monkeys Craft Brewery, which gives off a New-Orleans French-Quarter vibe. Both Neil and I felt like we needed a burger, just for the protein of the patty, but at this point fries were an impossibility, so we both settled on a salad to help push through all the carbs and butter we’d ingested.

At this point Neil and I said adios to Colin and pointed our 36 Inside Motorcycles

Mariposa Market in Orillia is must-visit location for pastry fans. Just be forewarned that the portions are not for the fainthearted.

A visit to the beach for a quick dip in the water is a great way to end a day of riding in the summer heat.

The Marine Railway lift-lock system located at the end of Whites Falls Road.

bikes southward, following blazing-hot Hwy 400 and 401 to Toronto and home. On this trip, we hadn’t covered a huge amount of ground, but we’d discovered some wonderful scenery and a number of extremely cool restaurants. There’s a ton to see and do in Simcoe County, and it’s all really easy to find. Simcoe County’s website has links to maps of the route we followed, so you should have no trouble recreating this trip. IM https://experience.simcoe.ca/motorcycle Email: tourism@simcoe.ca to request a free route map

Download the guide or order a printed map

INSIDE FEATURE | SUPER SERIES RACER PROFILE

DREW WEBER The Fast Track from Novice to Pro

BY ALEX GALLACHER PHOTOS COURTESY OF DREW WEBER / DAMIEN PERRERIA

E

ver since Drew Weber was little, he wanted to be a professional motorcycle rider. Never having the money or resources to chase his dream initially, Weber got the opportunity in 2020 to finally pursue his goal in the midst of a global pandemic.

From the time when he watched his first bike race as a kid, Weber caught the racing bug that so many of us have caught already. When he graduated from racing school and entered the Super Series, he was coming out of nowhere and soared right to the top of the Super Series’ “Ones to Watch.”

“When I was a little kid, my dad was big into car racing,” Weber began. “I remember seeing my first bike race on TV and the rider was coming up over the crest of a hill and his knee was

38 Inside Motorcycles

just barely touching the ground. I thought that was the coolest thing ever, and from that point on the first thing I had ever wanted to be was a motorcycle racer.”

Claiming the Novice title in 2020 along with the AM Sportbike and Heavyweight Sportsman titles in 2021, Weber’s past two seasons have been near perfect. The Toronto, Ontario rider has been making unprecedented strides up the Super Series ladder over the course of 18 months; however, winning a championship does not come without challenges.

In the middle of a tight points battle during the 2021 season, Weber suffered a fiery crash during qualifying on Shannonville’s Nelson circuit. With his primary bike needing repair, Weber, with no time to spare, jumped on his rain motorcycle to salvage a top

five finish. Arguably a championship saving move, Weber didn’t even think about the crash until after his initial race later in the day. At the end of the season, Weber was awarded the True Grit and Determination award for his efforts during that day.

“I could’ve given up right then, but I had come so far I refused to throw in the towel,” Weber continued. “I hopped on the backup bike, one that was set up for rain and also was a different type of bike. The suspension was softer, it didn’t have racing brake pads and the gearing wasn’t set aggressively. I salvaged a top five. They say a championship isn’t decided by your best days but by your worst days; I feel like I was able to overcome and persevere.”

In his day job, Weber is a personal trainer and takes his health very seriously. In order to achieve his goals, Weber went on a strict diet and workout regimen to make sure he was in peak condition come season start. With the elevation to a Pro status, Weber knew he needed to train extra hard in order to keep up with his new competitors.

“Going Pro means that I have a huge mountain to climb and I’m ready to do that,” Weber said. “In the off season, not being on a bike was really difficult.

However, I stayed motivated and I began training in October. It’s a lot of discipline and it’s not always sunshine and rainbows. I did things like not going out on New Year’s, getting up early to train while others stay home and sleep, and being in the mindset for racing 24/7. It was a really good test of motivation because I knew I couldn’t do this halfway, it had to be 1,001 percent.”

At the end of season, Weber was awarded not just two championships but his Pro competition licence. To finally have the one thing he’s wanted for nearly 30 years, the emotions for Weber didn’t really sink in until he finally got hold his Pro licence in the mail room of his condo. A culmination of years and years of hard work, and a journey that saw him start from nothing back in 2020 has now finally bubbled to the top.

InsideMotorcycles.com 39

“You feel a lot of emotions, but I feel the nerves keep you sharp,” Weber continued. “It didn’t really sink in until Dominque [Bondar] sent me my official Pro licence in the mail and sitting there in the mail room of my condo holding that little piece of plastic in my hand it was like all the emotions from the past two seasons really hit me. It gave me so much more motivation because I knew this is it, this is what I’ve been working for all my life. It was really a surreal experience and it still is wild to think that I did that, that 18 months ago I graduated race school and got my Novice licence and now I’m sitting here as a Pro.” Weber hasn’t been going at this journey alone, his family has been a growing force in supporting Weber and keeping the motivation there. Everyone from his girlfriend to his parents and uncles have supported him in his quest for triumph.

Knowing that Weber was motorcycle mad ever since he was a kid, seeing their son succeed meant the world to them.

It takes a village to raise a child they say, but even as an adult the support from your family is always appreciated. Going out and racing at high speeds isn’t easy, having a support system on both good and bad days have been instrumental in helping Weber attain his goal.

“They have been incredibly supportive,” Weber said. “Everyone from my mom and dad, Shannon, my uncle Anton and his girlfriend, even my buddy Scotty has come from the army base in Kingston to come see my race. It’s surreal to know that people come to see me, but I don’t think it surprised them. My dad was a big racing fan, so I think he was pumped to know his son was a Pro racer. Though they know the danger, they play it off really cool, but my mom doesn’t bat an eyelash when I’m out on track.”

Despite being the “future” only two years ago, Weber is now the “present.” No longer the wide-eyed rookie, Weber is now a force to be reckoned with on the track.

His knowledge and experience have trickled down the line as now some of the upcoming riders seek him out for support and guidance. Having been in their shoes not too long ago, Weber is eager to help out where he can to repay the favour that the Pros extended him as he was coming up the ranks.

“It makes me very happy to do it, and I feel really humbled,” Weber concluded.

“People would come over and ask me questions about things like racing line and tire pressure and it was surreal to think that I was in their shoes a few years ago. I remember Michel Mercier from the FAST school gave me a lot of good advice as a Novice and it helped me gain a little edge in turn 1. The fact that people were willing to help me during my journey made me want to repay the favour if I ever got the chance. We are all a big racing family here at the Super Series, people are always so friendly and helpful and are always there for you in times of need, I think that’s what makes the Super Series so special. IM 40 Inside Motorcycles

JOIN US FOR SUPERBIKE DOUBLEHEADER WEEKEND

AUGUST 12-14 2022

Canada's top motorcycle riders take over CTMP's legendary Grand Prix circuit with a unique three- feature race format. In the season finale for the Canadian National Superbike Championship (CSBK), titles will be decided at Canada’s premier racing venue.

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

BY FRANK WOOD

Yvon: Some More

I

n the April 2002 edition of Inside Motorcycles, then editor John Hopkins’ editorial, titled ‘Versatility,’ wrote of his admiration of multi-tasking athletes. He reminds us of Clara Hughes who had just taken a bronze medal in speed skating at the Winter Olympics to compliment her podium in the summer games in cycling as an example.

Hopkins goes on to mention motorcycle motorsports citing Nicky Hayden in particular as well as his talented siblings Tommy and Roger as examples of versatility; equally at home piloting a Superbike or a flat tracker. Canadian content is served by mention of Bill Sharpless, a top talent in all facets and at the time a recent inductee into the Canadian Motorcycle Hall of Fame.

And then Yvon. Hopkins closed his editorial with an invitation to readers to the first of a two-part story about Duhamel’s dirt track career written by yours truly. It illustrated the versatility Hopkins wrote about.

This article about Yvon’s flat track career was compiled after Don Empey and I went to visit the Duhamels in their Montreal home.

We were warmly welcomed by Yvon and his wife Sophia and after a brief foyer conversation, we were guided downstairs for a tour of Yvon’s basement museum. “It was like walking into a church,” Don reflected. “We actually lowered our voices, you could feel that for us, we were on hallowed ground.”

An assortment of very rare racing bikes as well as a grouping of leathers, helmets, trophies and photos greeted and surrounded us. I couldn’t help but notice a singular black and white photo of one of Yvon’s early combatants, CMA dirt track champ Don McHugh, the only dirt track photo on display.

We were fortunate that our visit came at a time when the whole Duhamel family was home and I asked Miguel if he had ever ridden in AMA flat track races. He confirmed that he had not, adding, “It can’t be very hard, Nicky does it.” (Nicky Hayden and Miquel were teammates on the Honda road race squad.) Road racing took a back seat to flat track for this visit and early in conversation I reminded Yvon of the night that he raced at the Belleville half-mile.

He had accepted an invitation to ride the Manley sponsored, Kelly’s Cycle prepped Kawasaki flat trackers in the CMA national championship event and he was not happy with his mount. “I want to ride that one,” he said pointing to the bike I had just ridden to the Junior class win. The problem was that although the bike had Kawasaki on the gas tank, it was actually a Bultaco. The bike owner and tuner, Howard Singleton, had asked Bultaco for support and had been turned down, this was his way of protesting.

Yvon’s request garnered bragging rights for Howard for years.

Frank Wood and Don Empey are among the lucky who had the opportunity to visit the Duhamels’ home.

PHOTO COURTESY OF THE CANADIAN MOTORCYCLE HALL OF FAME

42 Inside Motorcycles

Howard and I had seen Yvon for the first time at the Copetown, ON motocross races circa 1969. I clearly remember Yvon coming off the crest of a hill on a CZ 360 and getting big eyes as he realized he had launched with too much speed. We got a very good view of the twin chrome expansion chambers from the underside. He landed at the bottom of the hill without touching the slope, a landing you could feel through the ground.

He was the only rider we saw do that and he only did it the once. Yvon didn’t recall that particular incident but confirmed that he really liked the Copetown track, he enjoyed much success there.

His greatest motorcycle sport success was most certainly in road racing and within that facet comes some of the versatility that Mr. Hopkins referred to. Yvon spanned an era of that sport that had many changes from the single-cylinder BSA Goldstar to the Triumph Daytona twins then the all-conquering Yamaha two-stroke twins and on to the frightening and oftentimes fragile Kawasaki H2 triples. Then the early Superbikes. Each bike very different than the last demanding adaptation.

Yvon continued to road race even after his official retirement from professional competition but all motorcycle racing came to a stop after a scary crash at Mosport at a Vintage Road Racing Association event.

Mike Haggerty and Yvon had been running very close for several laps and got tangled up going into turn 1. I was announcing that event and remember now that I saw Yvon Duhamel in his last motorcycle race.

I came to regard Yvon and Sophia as friends and felt comfortable having a laugh with them. As an example, at the CMHoF inductions in Montreal where amongst others, Miquel Duhamel was being greeted I met up with Yvon and Sophia. Yvon offered me his hand which I waved off preferring to give Sophia a hug first. Yvon’s face turned from surprise to smile and as I then offered my hand in greeting, he waved me off! Then we shook hands and embraced.

He was an inspiring individual, I think of him often. IM

Belleville Sport & Lawn 128 Church St. Belleville, ON 877-968-4559 bellevillesportandlawn.com

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

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

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

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

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

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

InsideMotorcycles.com 43

ROAD RACE REALITY COLIN FRASER

Razgatlioglu vs Rea

A

t the recent second round of the Motul FIM Superbike World Championship at Assen in the Netherlands, there was much-predicted drama at the front of the field between reigning world champ Toprak Razgatlioglu on his works Pata Yamaha and Kawasaki’s number one racer Jonathan Rea. Early (lap 6) in Sunday’s second full length race of the weekend at the famed “cathedral of speed,” Razgatlioglu led into the braking area of turn 1, a scene of many adventures over the years. As sometimes happens with former stunter Razgatlioglu, he ran wide as he entered the apex area of the turn, heading onto the rideable curbs.

Opening race winner Rea was right behind the leader and ducked underneath the Yamaha to grab a very short-lived lead.

As Rea passed, he clipped Razgatlioglu, and both were down in an instant. It was lucky that the eventual winner, Aruba.it Ducati’s Alvaro Bautista, didn’t pile into the mess.

And it worked out for Bautista, who now leads the world championship standings by 18 points from Rea. Bautista, back with Ducati after a couple of tough but profitable years with Honda, explained that “Toprak went a bit wide, so he went over the curb, but not out of the track – just on the curb. Jonathan was on the inside but behind.

“Jonathan was faster, looking for a normal line,” continued the race winner.

“But Toprak was on that line, so they stayed together in the same place at the same moment – there was no space for two riders and they touched.

“They have touched in the past, but this time when it happened, they crashed. One time it had to happen because we see many impacts from them in the past. Razgatlioglu tried to recover the line and Jonathan was on the correct line.”

Former MotoGP racer Bautista was not ready to lay blame, continuing, “For sure Toprak cannot see if Jonathan is coming or not. The rider behind has to see the other rider. It is complicated to say who is right.”

Race Control opted not to get involved in 44 Inside Motorcycles

the controversy, probably the right decision given the steadily growing dramatics between the two factory superstars. This incident happened very quickly, and even viewing various video angles from an assortment of cameras does not make events obvious.

These two have steadily raised the performance bar at the front of World Superbike and provided an entertaining and engaging narrative after years of steady Rea domination. The fact that Razgatlioglu has one of the wildest riding styles ever seen adds to the drama and means those around him are on high alert for possible surprises entering any hard-braking area.

“I ran a little bit wide, but I didn’t go outside the track,” stated Razgatlioglu postrace. “I’m turning also onto the racing line. I saw Johnny and he was very fast. After, we crashed. I think for me it is a racing incident – I think Johnny needs to look for me. I go a little bit wide, I stay on the track, but he’s not looking.”

After the race, Rea explained that his rival “completely out braked himself, and almost stopped the bike on the curb to avoid going off the track. I kept my normal line and carried on with my race, if you like. You expect, when someone is right beside you, that they’re going to be there, but he cut straight back.

“I understand it’s a racing accident,” continued Rea. “I was there, I was in front with track position, and I felt like myself and

Toprak were also robbed of a good race.”

One of the biggest problems in reviewing the accident was the fact that both riders needed to look well up the track, given their speed and commitment. With the bikes inches apart, almost side by side, neither could be fairly expected to know the exact positioning of the other. It is also worth considering that if one of them had been injured, the tone of the discussion would be altered.

It’s a surprise that something like this hasn’t happened earlier, and there have been some remarkably close (and entertaining) calls. This is unlikely to be the last “racing incident” between the two, and you hope that these events won’t be crucial in deciding what looks to be a very dramatic championship chase. Ducati might have a different view.

Six-time World Superbike champ Rea, age 35, is well established at the top of the WSBK heap, and has fended off all variety of challenges, until the arrival of man-on-amission Razgatlioglu. A few years ago, the Turkish ace was expected to be Rea’s Kawasaki teammate, and then made a shock jump to lead a resurgent factory Yamaha R1 program.

There is much speculation regarding Razgatlioglu’s future beyond 2022. Considered on the large size for a MotoGP bike, Razgatlioglu is still expected to move to a Yamaha ride in the Grand Prix series, likely with the satellite RNF Yamaha squad. That should be entertaining. IM

A racing incident involving Toprak Razgatlioglu (No. 1) and Jonathan Rea (No. 65) opened the door for Alvaro Bautista (No. 19) to take victory in race 2 at Assen. PHOTO COURTESY OF WORLDSBK.COM

InsideMotorcycles.com 45

IM Podium Rundown

With the 2022 racing season underway on road courses, dragstrips and off-road, it’s time to have a look at few of the racers who have made their way onto the podium during the first races of the season.

Triple Crown Motocross – Round 1 – Whispering Pines Motorsports Compound, Kamloops, BC 450 Pro: 1st: Dylan Wright (1-1) 2nd: Tyler Medaglia (2-2) 3rd: Jess Pettis (4-3) 250 Pro: 1st: Ryder McNabb (1-1) 2nd: Jake Piccolo (1-3) 3rd: Mitchell Harrison (6-2) Thor WMX: 1st: Eve Brodeur (1-1) 2nd: Kaylie Kayer (2-2) 3rd : Lexi Pechout (4-3) FXR Premix : 1st: Blake Davies (1-1) 2nd: Jayden Riley (2-2) 3rd : Tylar Craig (4-3) Canadian Motorcycle Drag Racing Association (CMDRA) – Round 1 – Mission Raceway Park, Mission, BC Pro Dragster 1st: Al Miles 2nd: Evan Barsness 3rd : Dave Stickle Pro X-Treme 1st: Gary Christopher 2nd: Gary Henault 3rd : Steven Abosinni V-Pro 1st: Carl Mills 2nd: Tim Mack Crazy 8s 1st: Carl Mills 2nd: Tim Mack Super Gas 1st: Garrett Price 2nd: Carl Mills 3rd : Jeff Pitre Super Bike 1st: Clayton Potter 2nd: Dana Corkle 3rd : Dieter Gerscht Hot Twin 1st: Jeremy Lott 2nd: Steven Scheffer 3rd : George Lachanas Street 1st: Adam Hettler 2nd: Ken Morrison 3rd : Martin Miller Vintage Road Racing Association – Quinte TT – Shannonville Motorsport Park P4-F3 Light 1st: Jody Pearce 2nd: Daniel Rinfret 3rd: Jonathan Vaillancourt P1-Open 1st: Paul Brubaker

46 Inside Motorcycles

2nd: Doug Forbes 3rd: Ian McQueen P2-Middleweight Production 1st: Rick Edwards 2nd: Jason Porter 3rd: Pascal Blanchette Vintage Open Senior 1st: Colin Duncan 2nd: Robert Massicotte 3rd: Chris Fehr Sidecars P2 1st: Michael Vinten 2nd: Matthew Gill 3rd: Joe Soles Sidecars P3 1st: Andrew Roberts 2nd: V. Smith Vintage Open Junior 1st: Grant Nesbitt 2nd: Chris Fehr 3rd: Ravo Lainevool Grand Prix Middle 1st: Robert Massicotte 2nd: Darrell Cooney Superbike Heavy 1st: Mike Macneil 2nd: Scott Mcvicker 3rd: Tim Ruhl Vintage GP Middle 1st: John Steinke 2nd: Neal Howes P1-250 1st: Stan Nicholson 2nd: Eric Pritchard 3rd: Tyler Emer P2-Heavyweight 1st: Doug Forbes 2nd: Darcy Tidale 3rd: Tim Voyer P3- Superbike Middle 1st: Todd Ruston 2nd: Doug Andrich 3rd: Bill Quail P4-F2 Middle 1st: Jody Pearce 2nd: Justin Mcloughlin 3rd: Joe Stuart P5-F2 1st: Jean-Marc Bilger 2nd: Robert Massicotte 3rd: Chris Fehr P2 Lightweight 1st: Jason Porter 2nd: Stan Nicholson 3rd: T. Voyer Pre-65 350 1st: Eric Pritchard 2nd: Patrick Svilans 3rd: Mathieu Chartrand Pre-65 500 1st: Dave King 2nd: Holly Varey 3rd: Ian Mcqueen P4-F1 Heavy 1st: Colin Duncan 2nd: Jamie Bosson 3rd: Dave Percival P5-F1 1st: Chris Fehr 2nd: William Kowalczyk 3rd: Tommy Paquette P1-350 1st: Chris Carmichael 2nd: T. Voyer 3rd: Bill Van Leeuwen Pre 50 1st: Eric Pritchard

(Top) Dylan Wright began his defence of the 2021 450 Pro title at Whispering Pines taking the win in both motos and the overall win.

PHOTO BY AM TO PM PHOTOGRAPHY/ANETT MESZAROS

(Above) Veteran CMDRA competitor Al Miles kicked off the 2022 season with a win in the Pro Dragster class. PHOTO COURTESY OF CMDRA Modern Lightweight 1st: Chris Fehr 2nd: Grant Nesbitt 3rd: Matthew Winter Superbike Light 1st: Doug Andrich 2nd: Bill Quail 3rd: Rick Edwards Canadian Mini Superbike Series – Standings After Round 2 Canada Cup National 1st: Vincent Lalonde 2nd: Benjamin Hardwick 3rd: Merik Sommer GP1 1st: Vincent Lalonde 2nd: Benjamin Hardwick GP2 1st: Merik Sommer Moto1 1st: Vincent Lalonde 2nd: Aaron Burns 3rd: Benjamin Hardwick Moto2 1st: Michael Galvis 2nd: Che Smith 3rd: Connor Campbell Moto3 1st: Raphy Lacasse

2nd: Connor Campbell 3rd: Sean Hickman Sport1 1st: Raphy Lacasse 2nd: Aaron Burns 3rd: Connor Campbell Sport2 1st: Michael Galvis 2nd: Jeff Riley 3rd: Sean Hickman Sport3 1st: Raphy Lascasse 2nd: Che Smth 3rd: Connor Campbell Super Series – Round 1 – Shannonville Motorsport Park Amateur Sportbike Race 1 1st: Eric Quintin 2nd: Martin Richard 3rd: Colin Duncan Amateur Sportbike Race 2 1st: Jordan Decarie 2nd: Martin Richard 3rd: Eric Quintin Pro Sportbike Race 1 1st: Louie Raffa 2nd: Drew Weber 3rd: Alex Coelho

Pro Sportbike Race 2 1st: Alex Coelho 2nd: Louie Raffa 3rd: Drew Weber Lightweight Sportsman Race 1 1st: Alex Radecki 2nd: Jean-Pascal Schroeder 3rd: Francois Gauvin Lightweight Sportsman Race 2 1st: Alex Radecki 2nd: Jean-Pascal Schroeder 3rd: Francois Gauvin Novice Race 1 1st: Adrian Mitchell 2nd: Alexis Beaudoin 3rd: Ryan Dunwoodie Novice Race 2 1st: Ryan Dunwoodie 2nd: Adrian Mitchell 3rd: Alexis Beaudoin Heavyweight Sportsman Race 1 1st: Drew Weber 2nd: Colin Duncan 3rd: Rick Edwards Heavyweight Sportsman Race 2 1st: Drew Weber 2nd: Colin Duncan 3rd: Rick Edwards Lightweight Superbike Race 1 1st: Istvan Hidvegi 2nd: Dylan Leclair 3rd: Miles Keller Lightweight Superbike Race 2 1st: Alex Radecki 2nd: Istvan Hidvegi 3rd: Dylan Leclair Sidecars Race 1 1st: Michael Vinten 2nd: Stephen Fletcher 3rd: Wayne Walsh Sidecars Race 2 1st: Michael Vinten 2nd: Stephen Fletcher 3rd: Wayne Walsh

Pro Superbike Race 1 1st: Elie Daccache 2nd: Jake Leclair 3rd: Alex Coelho Pro Superbike Race 2 1st: Elie Daccache 2nd: Jake Leclair 3rd: Alex Coelho Amateur Superbike Race 1 1st: Marc Labossiere 2nd: Matt Vanderhorst 3rd: Martin Perrault Amateur Superbike Race 2 1st: Matt Vanderhorst 2nd: Marc Labossiere 3rd: Jordan Decarie Lightweight Production Race 1 1st: Istvan Hidvegi 2nd: Eric Quintin 3rd: Jean-Pascal Schroeder Lightweight Production Race 2 1st: Istvan Hidvegi 2nd: Eric Quintin 3rd: Jean-Pascal Schroeder Sprint Cup Race 1 1st: Elie Daccache 2nd: Jake Leclair 3rd: Alex Coelho Sprint Cup Race 2 1st: Elie Daccache 2nd: Alex Coelho 3rd: Marc Labossiere

Inside Motorcycles wants you! Send your club results, personal race reports and all the latest happenings from your home track to editor@ insidemotorcycles.com, and IM will feature you in these pages and online at insidemotorcycles.com. IM

(Top) Jean-Marc Bilger was one of the many VRRA racers who started 2022 on the top step of the podium. PHOTO BY BILL MURPHY (Above) Vincent Lalonde (No. 4) is making a name for himself in the early stages of 2022 leading the Canada Cup Championship and GP1 class.

PHOTO BY COLIN FRASER

Road Racing Returns to Calgary

After an 11-year absence, the Calgary Motorcycle Roadracing Association (CMRA) is returning to action in 2022. While the city has been without a road course since the closure of Race City Motorsport Park in 2011, the completion of Rocky Mountain Motorsports’ new track located 45 kilometres north of Calgary has paved the way for a resurgence of motorcycle road racing in southern Alberta. Motorcycle racing on the 3.5-kilometre 16-corner circuit will commence with an abbreviated single race weekend 2022 season. Looking beyond the current season, the CMRA anticipates moving to a full schedule in 2023. Additional information on the CMRA is available online at www.roadracing.org and to learn about the new Rocky Mountain Motorsports racetrack visit www. rockymotorsports.com. IM 48 Inside Motorcycles

The CMRA, seen here at the final race at Race City, returns to the asphalt in 2022.

PHOTO BY PATRICK LAMBIE

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

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

Fast Track Powersports 3418 Catherine Street Dorchester, ON 519-268-8429 fasttrackpowersports.ca

Larry’s Small Engines 286270 County Road 10 Mono, ON 519-941-1517 larryssmallengines.ca

Grand River Powersports 1264 Colborne St. East Brantford, ON 519-759-8140 grandriverpowersports.ca

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

InsideMotorcycles.com 49

INSIDE TECH

By John Sharrard

Ride height

A

few issues back, we discussed the current state of parity in MotoGP. We noticed that, other than the continuing reality of Ducati at or near the top of the speed charts, the bikes seem to be on a fairly even playing field, with different brands enjoying a small advantage at different tracks that suit their particular strengths, without exposing any weakness they may have. This year in particular has seen wins from Ducati, KTM, Aprilia and Yamaha, with Rins, Mir and Marquez often pushing the Suzukis and the Hondas towards the front as well. We then went on to discuss the power and tires both being fairly even, giving riders only braking, handling, top speed and the all-important start of the race to eke out any advantage over their competitors. The engineers, tasked with monopolizing any advantage, really had to start to think outside the box to give their riders a small edge.

Any racer will tell you that the start of the race is unbelievably important and can have a huge effect on the results at the end of the race. The fastest rider on track could be helpless if a bad start has left them back in 15th spot. At that point, they are limited by the pace of those around them as they carefully try to

50 Inside Motorcycles

pass and make their way forward. The leader though, with clear track ahead, can often check out, building an insurmountable lead in the first few laps of the event. Unlike some car races with a pace car and a rolling start, most, if not all motorcycle races start from a stopped grid. The officials check the position of each bike and rider, and then the race begins by either a light or a flag moments later. A MotoGP bike, capable of over 350 km/h has enough grip and power to flip over backwards at any point during the start, and historically, it has been up to the skill of the rider to modulate the clutch and the throttle as they get off the line and up to race pace. Engineers and clever thinkers would often look at this all-important start and wonder how they can give their rider an advantage. To examine the limit of acceleration, we imagine a very sticky tire and almost infinite amount of power available trying to drive forward while rotating around the rear tire. The maximum rate of acceleration therefore, is a factor of how high the combined centre of gravity of the rider and bike is, and how long the bike is. You really can’t change the length of a motorcycle purely for the start of a race, but what about the height?

Over the winter, here at Inside Motorcycles, we did a tech article on suspension travel. We wanted to challenge the 5-inch (127 mm) suspension travel stereotype that just about every ‘pure’ street bike falls into as we tried to enlighten and expose the pros and cons of short and longer travel suspensions. After discussing the comfort benefits from long travel and its ability to isolate you from large bumps, we then examined the negatives of too much travel when it came to a precise, safe handling street bike that didn’t need to jump logs or deal with 10-inch deep holes.

Basically, if the pavement is smooth, you don’t really need much travel. Sure, the bike has to have enough travel to pitch forward and back on the brakes and during acceleration, but too much movement and the cautious balance of rake and trail is lost and the bike can become unstable. So, we can realize that the bike’s ground clearance or ride height really needs to be tied into the terrain the bike is used on. Adventure bikes that need to navigate poor roads and the occasional log, need more travel than street bikes, and motocross bikes that jump massive doubles and triples need more travel than their dual-purpose cousins.

Motocross bikes with 13-plus inches of ground clearance are notoriously easy to wheelie from the start and for years they have used a ‘holeshot device’ that holds the forks down five or six massive inches to help them accelerate harder off the start.

This simple device is a spring-loaded button, down on the front of the fork, that grabs the fork guard and is released the first time the front brake is applied hard (usually coming into corner one on the first lap). The device often needs two people to employ, usually a crew member that pushes the button while the rider ‘dives’ the front hard with the front brake applied as they position the bike at the gate. Road bikes however, do a sighting lap before the start of the race, so a similar device would be difficult for the lone rider to engage by themselves. On-bike footage, with a front mounted camera pointing up at the rider, has shown us that the MotoGP paddock has created a work-around to this problem and some of the riders can be seen turning what looks like a key on the upper triple clamp as well as stabbing the brakes, engaging their devices to lower the critical centre of gravity for the start of the race.

So, if we thank the motocross world for the idea of dropping the front ride height for the start of the MotoGP races, it only took about a year for Ducati to ask... what about the rear? Go to a drag race and see if any of the fastest qualifiers have big tall vehicles. A Top Fuel dragster that can pull in the range of five Gs, and eclipse 100 mph in about 0.8 seconds is very low, with the centre line of the rear tires dictating the height of engine, drivetrain and the balance of the chassis. Lower is better for the start! Ducati not only reaped the benefit of a lower rear ride height for the start of the race, but they figured out how to do it during the race. The FIM rules dictate that any rider aid, cannot be electronically actuated by the crew, or automatically actuated by the ECU. Evidence of this can be seen by the humorous reminder we can see displayed on the rider’s pit board mid-race to encourage the rider to switch the fuel map to change fuel consumption or TC strategies for the remaining laps. The bike’s traction control is always adjusting power delivery based on available grip, so ‘big brother’ is there watching and trying to help the rider drive off the corners as hard as possible, but, what if we could change the bike on the exit of the corner to give the

(Opposite page) Ducati’s use of ride height adjustment systems provides additional traction, allowing their riders to get an extra drive out of corners.

PHOTO COURTESY OF DUCATI MEDIA HOUSE

(Top) Top Fuel dragsters rely on low centre of gravity to achieve zero to 100 mph in less than one second. PHOTO BY PATRICK LAMBIE (Above) Motocross racing was one of the original innovators of ride height adjustment with holeshot devices assisting racers in the sprint to the first corner. PHOTO BY PATRICK LAMBIE

tire more grip, or change the maximum torque that could be applied without the anti-wheelie devices limiting the feed of power? Ducati were the first to master this ability to drop the rear of the bike with their Ride Height Device (RHD), subsequently increasing how much power could be applied before the bike wheelies and requires the ECU to ease off on the throttle. Apparently, this ability, once working well, and engaged off the slower corners, showed a benefit of 0.2 to 0.3 seconds a lap, which could mean the difference between qualifying on the third row, or, the point of it all, to qualify on pole... This RHD idea quickly spread through the paddock and is now commonplace on all the bikes, giving the rider one more thing to think about when trying to go faster!

Until next time, stay focused, keep the tires working and stay safe. IM Editor’s note: As of the 2023 MotoGP season, the use of front ride height devices will be limited to those that operate at the race start (i.e. “holeshot devices”). The use of any device that adjusts the motorcycle’s front ride height while the bike is in motion will not be allowed.

InsideMotorcycles.com 51

CAN-AM’S

“WOMEN OF ON-ROAD”

TAKE OVER THE STREETS ON IFRD2022

BY SOPHIA VASSILIADIS

I

PHOTOS BY BRP/SEB FURTADO

OFF TO A GOOD START t’s a perfect southern Ontario spring day: bright sun joining the festivities to celebrate the 16th annual International Female Ride Day (IFRD) at Georgian College in Barrie. This event, organized by the BRP dealer teams of Ontario, is one of 50 gatherings worldwide supported by BRP and Can-Am to honour their third year as official partners of IFRD. After two years of everything being cancelled, the excitement is palpable. Participants, organizers and guests alike are reuniting with friends from rider training courses, previous dealership events and riding clubs. Many who haven’t seen each other in far too long are eager to talk about the travelling they managed to do and the plans they have for the upcoming summer season. These women don’t only meet for coffee; they are passionate about the open road.

IFRD 2022 The Can-Am Women of On-Road.

52 Inside Motorcycles

I’m drawn to Danielle, who is dressed in pink to match her custom Spyder, decorated to commemorate that she and all the women in her family won their fight against cancer. She had already fallen in love with the open road as a pillion, so when her husband streamlined his seating situation for solo riding, Danielle didn’t hesitate to join Can-Am’s 10,000-strong community of “Wind Sisters.” In their first year they rode from Barrie to Sturgis and back. With an added stop in Milwaukee, they covered over 6,000 kilometres. Danielle is hooked.

Next, I meet Natalie (we’ll get back to her soon). Having just expressed her excitement about receiving her yet-to-be delivered new Ryker, I dare to ask Natalie if she’s ever considered riding on two. Her negative response is immediate.

Riding on three is her first, only and now her favourite powersport. Natalie loves the versatility and stability of her sporty ride and is looking forward to expanding her community of riding friends.

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.

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Photos: Sebas Romero, Marco Campelli, KISKA GmbH

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ONTO THE OPEN ROAD A couple hours into this spirited mingling the event officially kicks off. Jenn Martin, Coordinating Chief Instructor of Motorcycle Training Programs at Georgian College, reminds all the participants that they are the reason that female ridership continues to grow. It’s women riders who inspire other women to do the same.

Next, BRP District Sales managers Taera McLean and Ben Daponte introduce the guests of honour. Three-time Olympic medallist and hockey superstar Natalie Spooner (remember Natalie?), and celebrity CTV and HGTV contractor, world traveller and adventurer Sherry Natalie Spooner loving Holmes are the local brand ambassadors for her new custom Ryker.

Can-Am’s “Women of On-Road.” These women are inspiring, approachable experts in their respective professions. Great choices to represent a brand that considers itself an accessible leader in its field.

And now, the moment she didn’t know she was waiting for: BRP surprises Spooner with her new custom-designed black and gold Ryker. The livery features a stylish maple leaf, the star player’s number (24), and the three years she took the podium with Team Canada. Spooner is genuinely thrilled and can’t wait to ride. Impeccable timing.

Safety-prepped and guided by expert instructor Martin, over 40 women depart. The route winds up and through Simcoe Forest, over and across to Moonstone and back around to Horseshoe Resort. We pass quaint towns, Danielle up front on IFRD2022. expanses of fields, quiet country roads, even some greasy dirt. There are no spills, only thrills as this giant parade makes its way to the destination. Epic. the three-wheel designated licence category, “MM.” 2013 was It could have ended there, but the group is greeted with Georgian College’s first year of official training, and now there refreshments, snacks, gift bags and a generous offering of hefty are over 20 schools across Canada that offer programs. prizes like helmets and rain suits from participating dealers and When I asked Taera McLean, BRP District Sales Manager why she sponsors. Hard to argue with the joy that comes from winning thought the three-wheeled machines were appealing she turned the great gear after a fun day of reconnecting and being back on the question back on me. “How did you feel riding the Ryker?” Though road. The day is win! not usually at the receiving end of questions, I most definitely knew.

“Did you find yourself free to do anything in particular after you got used to the controls?” she continued, anticipating that the experience CAN-AM’S WOMEN OF ON-ROAD had stood out as different from riding on two.

All around the globe, Can-Am supported Women of On-Road I didn’t immediately disclose that I’d arrived skeptical, but events are happening to honour IFRD, and it’s no wonder.

I’m a motorcyclist. How could anything be as much fun? But, I Thirty-eight percent of Can-Am owners are female, the highest know what she is referring to, and she’s right. First, it doesn’t ratio among all the powersports and yet a statistic that may not take long to adjust to the operational differences, and with adequately represent the popularity of these vehicles. balance concerns off the table it is easier to relax and glance Jenn Martin hasn’t been without a bike since she first got around at the surrounding countryside. Second, it’s an intuitive, her licence in 1984, when she welcomed riding into her DNA. carefully honed machine. In fact, after 90 minutes of riding I was Ten years later, she joined the instructional team at Georgian so comfortable on my Ryker that it took every ounce of restraint College. Over the decades Martin has trained a lot of riders, to not drift into the sandy lot at our destination. over 700 on three-wheeled Can-Ams alone. Considering how I equally enjoyed the luxury of the Spyder that I rode back regularly dealerships recommend taking lessons, and how often to Georgian, especially after the lower, livelier sport model. I women make up 80 percent of her class, Martin is quite certain would also have felt just as comfortable with a passenger, which that the percentage of women riders is much higher. is something I have yet to master after a dozen years on a bike.

The veteran motorcycle instructor was approached by the St. These three-wheelers are fun. It’s true. You can quote me.

Onge dealership in Barrie to help develop a training program Anyone interested in test riding any of the Ryker or Spyder before there existed a specific certification in Ontario, let alone models can get in touch with their local dealer or check out their ministry-approved curriculum. However, after much time, a Learn To Ride programs on the BRP website: hefty amount of tenacity and work, Martin was able to make www.can-am.brp.com/on-road. IM it all happen – a full ministry-approved course of study and 54 Inside Motorcycles

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MOTOBI, ZANZANI AND THE 250 CC SEI TIRANTI RACER Story by Graham Clayton

I

One of the first two super-short-stroke racers that Motobi sent over for the February AHRMA Vintage Week races at Daytona. PHOTO BY GRAHAM CLAYTON.

n 1948, following a major dispute with his five younger brothers, Giuseppe Benelli left Moto Benelli, the family motorcycle business, and started his own company named Moto B. Like Benelli, Moto B was located in Pesaro, a small city on Italy’s Adriatic coast. The firm’s early machines included small 98 cc motorcycles and lightweight scooters all powered by air-cooled, single-cylinder two-stroke engines.

In 1953 Moto B introduced a modern and stylish 200 cc twin-cylinder two-stroke model that featured a horizontal unit-construction engine fitted into a sturdy pressed steel box-section backbone frame. The “egg-shaped” horizontal engine and pressed steel frame would become common features of future Moto B models.

In 1955 Moto B dropped their two-stroke twin engine and replaced it with new 125 cc and 175 cc horizontal four-stroke single-cylinder engines designed by Piero Prampolini. These new four-speed OHV pushrod motors were used in 1956 to power new Catria 125 and 175 models. The 125 had a 54 mm bore and stroke, while the 175 had a 62 mm bore and a 57 mm stroke.

Small numbers of special road racing versions of these Catrias

60 Inside Motorcycles

were made for use by works riders in selected events. Moto B gradually started chalking up podium finishes and occasional victories with these machines that improved the brand’s image and performance reputation.

Giuseppi Benelli died in 1957, leaving the running of what was now being branded as Motobi motorcycles to his sons Luigi and Marco. Both were pragmatic businessmen who also recognized the marketing value of achieving racing success against competing brands, so they invested heavily in upgrading the firm’s racing department. Marco also hired a new race boss to run the show. That man was Primo Zanzani, an experienced technician, mechanic, self-taught tuner and successful road racer who had impressed the Benellis by beating Motobi’s three works 125 cc riders with a 100 cc Laverda racer that he had built and tuned himself.

It became Zanzani’s job to make Motobi’s new four-stoke racers championship winners in the Italian 125 cc and 175 cc MSDS Junior Formula 3 championships for modified production machines. These series were a development ground for future Italian senior championship and GP racers. Zinzanni’s mandate

was simple: He could not change the external appearance of the Motobi engines, but he could improve their internals however he saw fit in order to win, and so he did.

One of his first moves was to purchase equipment to produce racing cams in-house. His first Motobi cam was the C2, an improvement on the C1 cam that he had developed for his Laverda racer. The C2 was used successfully in the early 125 cc and 175 cc works engines, along with many other improvements including stronger crankshafts, improved bearings, better and lighter conrods, higher compression pistons, larger valves, stronger valve springs, ported and polished cylinder heads and the use of larger downdraft carburetors, et cetera.

In addition to engine improvements, Zanzanni also sought and achieved improvements to the racer’s frame, suspension and brakes aiming at gaining greater strength, lighter weight, better handling and improved high-speed stability.

During the latter 1950s and the 1960s Motobis won over 1,000 races and numerous national championships in Italy and elsewhere. This included multiple Italian 125 cc and 175 cc F3 championships, often with Motobis dominating race podiums, as well as significant race wins in the US, Argentina and Chile.

Future GP stars who raced Motobis included Roberto Gallina, Eugenio Lazzarini, Paulo Pileri and Gianfranco Bianchi.

In the US Motobi established an effective importer-distributorship open to promoting sales growth through racing successes. This was Cycle Products of USA owned by Boston’s John and Deano Berti. For 1961 Motobi increased the 175 engine to 198 cc by using a 66.5 mm bore. Zanzani upped it even further to 207 cc and gave it the full race treatment with stronger bearings, higher compression pistons, a hotter cam, bigger carb, sand-cast engine cases, magneto ignition, etc., as well as stronger frames, Ceriani GP forks, Oldani brakes and other GP running gear.

Four of these special 207 racers and two F3 125s were shipped to Boston to be entered in the USMC-sanctioned 1962 United States GP held at Daytona International Speedway. Primo Zanzani flew over to personally oversee machine preparation and team operations at Daytona. Unlike the 500 GP, the 125 and 250 GPs were run on a short and twisty 1.66-mile (2.67 km) infield circuit where strong acceleration and braking, along with high cornering speeds were essential to win.

Honda’s HRC had entered two RC 125 twins and two RC 162 four-cylinder 250s in their respective races. While the Hondas handily won the 125 GP, the 40 horsepower Honda fours were totally ill-suited for Daytona’s circuit. Both had retired by the 11th lap with Jess Thomas taking the victory on his 26 horsepower Motobi 207 a full lap ahead of second placed Jim Hayes (Ducati) with Bill Powers fourth on another Zanzani Motobi 207.

That year Thomas raced his 207 Motobi all over North America, including Mosport, racking up a total of 26 race wins.

Later that year, with the family feud resolved, Benelli and Motobi merged to form Gruppo Benelli-Motobi. Zanzani’s

(Top) Zanzani’s Sei Tiranti is more than a replica of the final version of the Motobi works racer with its 35 mm Ceriani GP fork, Fontana 4L4S 210 mm magnesium front brake, Zanzani GP frame, 38 mm downdraft Dell’Orto carb and 5-speed close ratio gearbox. A classic sleek, low and light late-’60s GP single. (Above) The 11:1 CR Motobi horizontal ‘Super Egg’ engine weighed 33 kg (72.6 lbs) dry, developed 42 hp and was good for 225 km/h (140 mph) at Daytona. PHOTOS COURTESY OF MIRKO ZANZANI.

success with the Motobi racing singles led to his transfer to the Benelli racing shop where he was charged with developing Benelli’s new 250 cc four-cylinder GP racer that was being raced

by Tarquinio Provini. This worked well for several years, but then Primo fell out with Benelli boss and chief engineer Giovani Benelli. Disagreements between the two men over engine design issues with the 250 GP fours led Zanzani to leave Benelli.

Marco Benelli then got Zanzani to return to Motobi and develop F3 racing versions of their new Sprite 250 cc single.

Upgrades to the 16 horsepower engine included the use of a stronger crankshaft, rough sandcast engine cases, a hemispherical head with bigger valves, billet conrod, dished HC pistons and a 35 mm Del’Orto downdraft carb.

Searching for more horsepower and higher rpm using higher

InsideMotorcycles.com 61

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This is the first Sei Tiranti built in 1966 at the first race at Modena. Left to right: Eraldo Ferracci, Amilcare Balestrieri (rider), Marco Benelli, Primo Zanzani and mechancs Gasperi, Bonaventura and Aiuti.

PHOTO COURTESY OF MIRKO ZANZANI.

compression pistons caused cylinder head leaks. The use of a standard model four-bolt cylinder head in a non-square pattern was the cause. Primo’s solution was to modify the cylinder head using six head bolts to more solidly anchor the head to the crankcase. This enabled the hot-rodded engine to achieve 33 hp for Italian F3 racing with the complete racer weighing only 90 kg (198 lbs) dry.

In the last four years of the 1960s Zanzani built a total of nine Motobi Sei Tiranti (six-bolt) works racers which won the Italian 250 F3 crown in 1966, ‘67 and ‘69, with the final C8 cam version pulling strong from 6,000 to 11,500 rpm, and developing 36 hp at 10,800 rpm, good for 217.4 km/h (135 mph). In the early 1970s, with the rise of the two-strokes, Gruppo Benelli-Motobi was taken over

by Alejandro De Tomaso and their race shops closed. By then Primo Zanzani was running the family’s three machine shops in Pesaro with his sons Athos and Mirko.

In the early seventies he went on to build and sell a further 15 Sei Tiranti racers.

Zanzani was an early believer in the use of disc brakes on racing motorcycles and in 1965 had even fitted Provini’s 250 cc GP fours with disc brakes. In the 1970s he renewed his interest in disc brakes and invented a method for plasma spraying aluminum brake rotors with iron that yielded strong braking power with much less unsprung weight than the heavier iron and steel alternatives. It took no time at all for 50, 80, 125 and 250 cc GP teams to begin fitting their machines with Zanzani’s new brake rotors. Between 1978 62 Inside Motorcycles

and 1992 such teams won 27 world titles.

In the late 1990s growing interest in classic racing series prompted Zanzani to revisit and upgrade his Motobi Sei Tiranti racer taking full advantage of more advanced machining and manufacturing processes. In 1998 two prototypes were built in response to requests from US buyers and delivered to Daytona for the February 1999 classic races. Dave Roper set the fastest 250 GP lap testing one with a top speed of 225 km/h (140 mph), but then broke the gearbox and was unable to race. Despite the setback, Roper’s performance triggered global inquiries about the bikes.

The gearbox failure was due to faulty heat treating of some gears and was rectified. Zanzani and sons went on to produce two faithful versions of Motobi’s Sei Tiranti, one using a 74.5 x 57 mm bore and stroke, the second a 78 mm x 52 mm combination. They also offered an impressive array of competition parts for both six-bolt and four-bolt Motobi racers.

Zanzani six-bolt Motobi’s, now producing between 40 and 42 hp at the rear wheel, have had their share of classic racing success including winning a CRMC national title in the UK in 2012.

Sadly legendary Primo Zanzani passed away in February 2017 at the age of 93, but his sons Athos and Mirko continue running the family business these days focusing most of their motor sport efforts on the shorter stroke 78mm version of the Sei Tirani, photos and information about which are available both on Facebook and the internet. IM

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