Inside Motorcycles - Volume 26, Issue 04

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TABLE OF CONTENTS INSIDE Opinions 6 16 18 20 44 46

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

INSIDE Features 40 56

50

28 34

Next Level V-Twin 2023 Harley-Davidson CVO Road Glide Reinvented Classic 2024 Kawasaki Eliminator Standing the Test of Time 2024 Suzuki DR650SE

INSIDE Tech 48

Road Racing South of the Border 2023 Baja International Tourist Cup Cleared For Takeoff Phil Degama-Blanchet

INSIDE Competition

INSIDE Impressions 22

November/December 2023 Volume 26 Issue 04

60

Competition News News from the motorcycle racing world Rapid Classics Can-Am 250 cc road racer

Also INSIDE 4 10 14 54

IM Zoom Inside News Inside Products MotoGuide

Engine Design and Fuel Economy Saving dollars at the gas station

On the Cover: The 2023 Harley-Davidson CVO Road Glide sets a new benchmark in the V-twin bagger market. IM’s in depth review of this all new motorcycle begins on page 22.

Cover Design: Dawn McClintock Main Photo: Ben Quinn Inset Photo: Patrick Lambie Table of Contents Photo: Patrick Lambie

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The conclusion of the 2023 MotoGP season at Circuit Ricardo Tormo in Valencia, Spain featured one of the closest championship battles in recent memory, with just 14 points separating Francesco Bagnaia (No. 1) and Jorge Martin (No. 89) coming into the final race. IM’s Colin Fraser was trackside in Spain taking in all the action and capturing the imagery of MotoGP. Turn to page 52 for more of Colin’s photos and his report on the dramatic finale. PHOTO BY COLIN FRASER.

InsideMotorcycles.com 5

INSIDE LINE

BY PATRICK LAMBIE

The ‘to do’ list

N

o matter how busy you are with other interests and projects, the arrival of winter brings a noticeable void as motorcycles move from active duty and into hibernation in garages and

shops.

While there are many who use this free time to work on their bikes or plan rides for next season, there is also a group of us whose natural tendency to procrastinate means that our bikes and gear are often found right where we left them after the final ride of the season.

Admittedly, I fall into this latter group and despite the best of intentions, it is usually the week before – if not the night before – the first ride of the season that my bike or gear get any serious attention. Of course, this has had led to frantic searches for replacement batteries, misplaced gear or any number of stress-inducing situations that could have been avoided with a more proactive approach.

This fall, much like a New Year’s resolution, I promised myself that this winter would be different. Knowing that this type of commitment has previously failed me on multiple occasions, I decided that making a list of items to be completed would increase the probability of success. In the midst of compiling this list, I decided that sharing some of it in this column may provide some helpful reminders, or at least provide some entertainment value.

On top of the list is a review of gear, starting with the simple task of making sure everything is clean and dry. It is truly embarrassing to admit the number of times that opening a gear bag at the first track day of the year is accompanied by a wafting smell of sweat, or worse yet pulling adventure gear out of a bin only to realize that it was put away wet and now resembles a bad science experiment.

Continuing on with gear, checking its condition is also important.

The general consensus among manufacturers is that helmets need to be replaced every five years, whether or not it has ever come into contact with the ground. In the same way, zippers, buckles, knee pucks and even leather will show wear over time, a well timed and thorough inspection will allow for repairs or replacements to be sourced prior to the start of next season.

Moving over to the bike, taking the time now to look after any repairs or modifications not only saves on the anxiety that comes with undertaking these items at the last minute, but also ensures that you have access to parts and service providers who may not be as available if you wait until the weeks or days leading up to the start of riding season.

The benefits of following through with my commitment to be proactive this year have already been proven as my bike was able to spend time with Mr. Willie Vass who installed an upgraded suspension. If I had waited until March or April, my bike would have been competing for attention amongst Mr. Vass’ other clients, which includes CSBK champion Ben Young, and it is safe to assume mine would not have been the priority.

Having only scratched the surface of my “to do before April” list, there is a great deal more to do, but I am making progress. Whatever is on your list, I hope you are having fun. It will be riding season before you know it. IM 6 Inside Motorcycles

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

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

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DESIGN & PRODUCTION Dawn McClintock Lindsey Broad

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PUBLISHER Inside Motorcycles is published 8 times a year by Inside Track Communications, Inc. PRESIDENT: Greg MacPherson greg@insidemotorcycles.com SECRETARY: Mike Galipeau mike@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.

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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.

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Please take care in riding and wear all safety equipment.

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New Models from Suzuki Suzuki Canada announced an expanded lineup for 2024 with the addition of the all-new GSX-S1000GX and GSX8R models.

Billed as Suzuki’s first evert luxury crossover model, the GSX-S1000GX builds on the characteristics of the GSX-S stable by combining the performance of the GSX-R1000 with the comfort and versatility required to take on long haul rides and varied road conditions.

Powered by a 999 cc liquid-cooled inline-four engine derived from the GSX-R1000, the GSX-S1000GX offers a more upright riding position and is the first motorcycle to feature Suzuki’s electronic suspension system which automatically adjusts damping to accommodate riding conditions.

Other features of the GSX-S1000GX include bi-directional quick shifter, selectable ride modes, LED lighting and a 6.5-inch full colour TFT display.

MSRP for the all-new 2024 Suzuki GSX-S1000GX starts at $20,699.

Utilizing the 776 cc parallel-twin engine introduced early this year in the all-new V-Strom 800DE and GSX-8S, the GSX-8R adds sport bike styling and performance to this well-received platform.

Encased in full fairings designed to reflect Suzuki’s long-standing sport bike history, the GSX-8R offers a slim, mass-forward design. The GSX-8R also incorporates many of the features from the GSX-8S including selectable ride modes, bi-directional quick shifter, Suzuki Clutch Assist System, easy start and a five-inch TFT multi-function display panel.

The 2024 GSX-8R will have a starting MSRP of $11,599.

Visit www.suzuki.ca to learn more about these new models as well as the entire 2024 Suzuki lineup. IM

The 2024 Suzuki GSX-S1000GX. PHOTO COURTESY OF SUZUKI CANADA.

The 2024 Suzuki GSX-8R.

PHOTO COURTESY OF SUZUKI CANADA.

MMIC Becomes Moto Canada Founded as a not-for-profit entity in 1971, the Motorcycle and Moped Industry Council (MMIC) was created with a mandate to represent the interests of the motorcycle industry within Canada. Followed by the creation of the Canadian Off Highway Vehicle Distributors Council (COHV) in 1984, these two groups focused on rider awareness, government relations and promotion of the industry, including the annual Motorcycle Shows through subsidiary Power Sports Services.

The merger of these three entities, announced in conjunction with the 2024 Motorcycle and Powersport Shows schedule, results in the creation of the all-encompassing organization Moto Canada. Landon French, who formally held the position of CEO of the MMIC will assume the position of President and CEO of Moto Canada.

Visit www.motocanada.com for more information on Moto Canada. IM 2024 Motorcycle and Powersports Shows: • Vancouver, BC (Tradex in Abbotsford): January 12 to 14 • Edmonton, AB (Edmonton Expo Centre): January 26 to 28 • Calgary, AB (BMO Centre, Stampede Park): February 2 to 4 • Toronto, ON (Enercare Centre, Exhibition Place): February 16 to 18 • Montreal, QC (Palais des congres de Montreal): February 23 to 25 10 Inside Motorcycles

KTM 1390 Super Duke R Evo KTM is marking the 30th anniversary of their Duke lineup with the introduction of the 2024 1390 Super Duke R Evo. Built around an updated 1,350 cc LC8 V-twin engine this latest Super Duke R includes updated ram air system and wider throttle bodies, which combine to make the 1390 the most powerful Duke to date with claimed horsepower of 188 hp at 10,000 rpm and 107 ft-lb of torque at 8,300 rpm.

Other features include the latest generation of semi-active suspension from WP which will adjust for both rider input and surface conditions. The optional Suspension Pro package adds Track and Pro damping modes.

A five-inch TFT display utilizes upgraded software to provide additional information and graphics, including telemetry and lap timer within the optional Track mode.

Revised bodywork includes the addition of winglets for increased downforce and reduced front wheel lift.

The all-new minimalist looking LED headlight adjusts automatically to ambient light conditions. The 2024 KTM 1390 Super Duke R Evo is available in black as well as the same orange colour that was found on the 2005 KTM 990 Super Duke.

Visit www.ktm.com/en-ca for complete details of the The 2024 1390 Super Duke R Evo marks 30 years of KTM’s Duke.

2024 KTM 1390 Super Duke R Evo. IM PHOTO COURTESY OF KTM CANADA, INC.

Bridgestone Named Official Tire of Fast Riding School In addition to its title sponsorship of the CSBK Superbike series, Bridgestone is expanding its support of Canadian motorcycle road racing and track days with the recent announcement that the company will become the official tire of the Fast Riding School as of January 1, 2024. Based out of Ontario’s Shannonville Motorsport Park, Fast Riding School provides instruction to both track day enthusiasts as well as both amateur and professional level motorcycle racers.

As part of this new association, motorcycles from the Fast Riding School fleet will now use tires from Bridgestone’s flagship motorcycle sport tire lineup including the new Battlax Hypersport S23.

For more information on Bridgestone motorcycle tires, visit www.bridgestonemotorcycletires.com and for more information on Fast Riding School visit www.fastridingschool.com. IM

Kawasaki Goes Electric The 2024 model year brings with it another element of green to the Kawasaki brand with the arrival of the company’s first production electric-powered street motorcycles. Powered by 9 kW brushless electric motors the 2024 Ninja e-1 and Z e-1 feature removable batteries designed to facilitate ease in recharging.

With a claimed range of 72 kilometres, these electric motorcycles are targeted at the urban commuter market, while retaining the styling of the company’s Ninja and Z lineups. Both motorcycles include regenerative systems which convert deceleration into power that is diverted back into the batteries. Recharge time utilizing a standard 110-volt household outlet is claimed to be 1.6 hours to charge from 20 to 85 percent and 3.7 hours to charge from zero to 100 percent.

The electric-powered 2024 Kawasaki Z e-1.

Both models feature Eco and Road modes, each of which pair PHOTO COURTESY OF CANADIAN KAWASAKI MOTORS. with an e-boost to increase acceleration and top speed for 15 seconds to facilitate passing and other situations. Claimed top speed in Road mode with the e-boost is 99 km/h.

A 4.3-inch TFT colour display and Walk mode with reverse to assist with low-speed manoeuvres are standard on both bikes.

Starting MSRPs will be $9,199 and $9,499 for the Z e-1 and Ninja e-1 respectively.

Further details including complete specifications can be found online at www.kawasaki.ca. IM InsideMotorcycles.com 11

Then as Now The cover of the December 2013 issue of Inside Motorcycles heralded the arrival of new 2014 models, featuring the all-new Yamaha FZ-09, Harley-Davidson’s Project Rushmore models and the updated Ninja 1000 from Kawasaki.

The FZ-09 garnered rave reviews from senior editors John Sharrard and Jason Thorpe as well as then editor Graeme Jones and ten years later, now rebadged as the MT-09, remains a fixture in Yamaha’s Hyper Naked Masters of Torque lineup.

Over at Harley-Davidson, the company has continued to set the benchmark for touring motorcycles thanks to advancements in engine design, technology and performance as highlighted by the CVO Road Glide that graces the cover of this issue.

The Ninja 1000 would eventually morph into the Ninja 1000SX and its presence in Kawasaki’s 2024 lineup confirms the company’s commitment to sport touring. At the same time the company’s focus has expanded to smaller displacement models in search of new riders such as the 2024 Eliminator 500 that is featured in this issue.

News from the world of competition at the end of 2013 included the announcement that Edmonton’s Castrol Raceway had completed construction of a new 2.7 kilometre road course, complementing the existing drag race facilities. The road course would eventually play host to a CSBK round in 2015, and will once again be on the national stage when the CSBK series returns to the now renamed Rad Torque Raceway in June of 2024.

Celebrating its 15th anniversary, Inside Motorcycles’ December 2013 issue highlighted some of the Canadian racers who had appeared in its pages, including Jordan Szoke, who appeared on the very first cover of the magazine back in 1998. Today, in 2023, Jordan remains active on the Canadian racing scene, as the 14-time national Superbike champion prepares for the 2024 season.

The December 2013 issue also included a look back at the racing careers of several Inside Motorcycles’ contributors including Colin Fraser, John Sharrard, Frank Wood, Toni Sharpless and Andrew Trevitt. While some of their roles with the magazine have changed over the last decade, each of these individuals is still involved with Inside Motorcycles, bringing with them years of experience and countless untold stories from the track, paddock and anywhere else that motorcycles are found. IM

BMW Motorrad Unveils R 12 Lineup Following up on the success of the R nineT models, originally launched in 2013, BMW Motorrad has introduced the R 12 and R 12 nineT for the 2024 model year.

Designed with classic cruiser styling the R 12 features 19-inch front and 16-inch rear wheels with a teardrop shape gas tank and low-mounted rear fender. Standard low-height solo seat and wide handlebar position the rider in a relaxed cruiser position.

Conversely the R 12 nineT evokes images of the R 90 S of the 1970s with classic fuel tank, compact tail section and 17-inch wheels. The rider is also placed in a more forward-oriented seating position.

Both models are powered by a 1,170 cc air/oil-cooled two-cylinder boxer engine, with the R 12 producing a claimed 95 hp at 6,500 rpm and 81 ft-lb of torque at 6,000 rpm, and the R 12 nineT hitting 109 hp at 7,000 rpm and 85 ft-lb at 6,500 rpm. Both models feature a six-speed transmission mated with a shaft drive.

Designed with customization in mind, these new models feature a versatile chassis to accommodate interchangeable elements such as the gas tank and seat. Lean-sensitive ABS, traction control and engine drag torque control are standard equipment on both models as are keyless ride and LED lighting. Selectable ride modes include Rain, Road and Dynamic on R 12 nineT and Roll and Rock on the R 12.

Starting MRSPs are $15,245 for the R 12 and $18,195 for the R 12 nineT. Visit www.bmw-motorrad.ca for more complete specifications of the R 12 and R 12 nineT as well as the complete BMW Motorrad lineup for 2024. IM 12 Inside Motorcycles

All-new for 2024 BMW Motorrad R12 (top) and R 12 nineT (bottom).

PHOTO COURTESY OF BMW PRESSCLUB CANADA.

IN SINTERED BRAKING TECHNOLOGY

TCX X-Blast Boots

By Mark Dzikowski Since we usually test the flagship model of off-road boots, it was nice to slap on an entry level model like the TCX X-Blast and see how it compares to a more expensive boot, such as TCX Comp Evo, which is almost double the price. The all-black X-Blast boots we tested feature synthetic leather and microfibre upper with a stitched replaceable rubber outsole construction. The sole has as standard motocross-type sole pattern, so don’t expect to be doing much hiking or pushing the bike in these boots in enduro terrain as they don’t offer much traction unless on flat ground. A replaceable steel toe reinforcement cap that is attached and removed with five small Phillips screws is a welcome accessory. The polyurethane toe box, bootleg and shin plate complete the full boot construction. Fastening is accomplished with four aluminum clasps paired with adjustable and replaceable buckles. This system could be better as it is relatively easy to accidently unclip it without even lifting the latch.

The boots fit true to size and even though I’m usually between 44 and 45 EU (10-11 US sizing), the 44 fit me well and foot was nicely locked-in but not uncomfortable. Breathable mesh lining and Air Tech lining were comfortable and didn’t give any pressure points over the full two days of testing.

While I did not use the boot long enough to comment on the durability of the buckles, sole or the boot in general, it does appear to be on par with other entry level offerings from the competition. The X-Blast boots performed well in its target environment of offroad and provided good support in the ankle and broke-in quickly after about a day of riding. The boots also spent a day of sport touring and while they were quite rigid when fully flexed forward in aggressive sport mode on a BMW 1300 GS, after about an hour, I didn’t feel any pinch or pressure points, just good support.

I would recommend the X-Blast not only to new riders but also to all dual sport and adventure riders who might be looking for relatively comfortable boots with more ankle protection than the usual adventure-specific models at an affordable Pros Cons price. Visit www.motovan.com for more information. IM – Relatively inexpensive – Not waterproof MSRP: $446.95 – Good protection – Buckle system Available in sizes EU 38 to 48

DP Brakes SDP Sport HH+ Sintered Brake Pads

By Patrick Lambie The racetrack offers the opportunity to experience the true potential of your motorcycle and while it is easy to become addicted to the acceleration and manoeuvrability of modern-day bikes, the ability to slow down with an equal amount of confidence and control is crucial.

When considering the list of possible upgrades for the KTM 790 Duke I use on the track, one of the first items was brakes. A quick call to DP Brakes’ boss Larry Mills identified the company’s SDP Sport HH+ line of brake pads as the perfect solution for my track day endeavours and within a few days the new pads arrived in the mailbox.

DP Brakes’ extensive catalogue ensures a perfect fit and straightforward installation. A quick spin of the front wheel while the bike was still up on stands confirmed the quality of the fit as the wheel turned freely without any drag.

Out on the track for the first time, following a couple of slower sighting laps to give the sintered pads a chance to get warmed up, a series of hot laps offered immediate insight into the impact of this upgrade. Literally straight off the shelf with no time to bed in these pads provide a superior experience when compared to the stock pads, offering both increased stopping power and feel.

Of particular note, was the lack of fading during aggressive braking thanks to the ceramic heat shield that is incorporated into all of the company’s SDP Sport HH+ brake pads. Where the OEM supplied pads would occasionally feel spongy during braking from high speeds, the HH+ pads provide consistent performance throughout brake application. The only caution is that first rides with these new pads require getting used to, as applying the brakes with the same force and aggression required by the stock OEM pads may initially catch you off guard.

Throughout the day on the track – which saw the trip meter rack up nearly 300 km – the SDP Sport HH+ pads simply got better with each lap. In part due to the pads bedding in but likely more a result of becoming used to the ability to brake later with confidence coming into corners even at speeds in excess of 200 km/h.

If you are serious about performance, the SDP Sport HH+ sintered brake pads from DP Brakes are a must.

Pros Cons MSRP starting at $65.95. Visit www.dp-brakes.com to – High performance, fade free – Improved braking performlearn about the complete lineup of brake pads and other – Perfect fit ance can catch you off guard products from DP Brakes. IM 14 Inside Motorcycles

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ON THE PIPE MARK DZIKOWSKI

Dirt bag weekend

W

ith the riding season coming to an end for me in 2023, there was still time to squeeze in our final riding trip of the season, the annual DBW (Dirt Bag Weekend). Every year, regardless of our busy schedules, my friends and I set aside one weekend to strip away the luxuries of life and return to our youthful, minimalist selves. We load our dirt bikes, cooler full of food, mountaineer stoves and our favorite beverages. For the past few years, we haven’t even planned our travel or decided on our first-day destination until we hit the road, leaving our hometown of Calgary. With the weather always being unpredictable at the end of September and the beginning of October, we’ve grown accustomed to chasing good weather and making our riding decisions based on the most current weather forecast. This year, we headed to eastern BC to avoid the 10 to 15 cm of snowfall that was about to hit Alberta and southern BC. With our bikes loaded up and all of our gear in a small cargo trailer, we finally left the outskirts of Calgary at 8:30 p.m. and embarked on the long, dark drive. You see, the DBW credo dictates that we ride during the day and drive at night to maximize our riding time and explore as many different

Dirt Bag Weekend. My happy place.

PHOTO BY MARK DZIKOWSKI

16 Inside Motorcycles

areas as possible. This year’s first-day destination was Revelstoke, which is usually a five-hour drive from Calgary. However, due to the Trans-Canada Highway closure near Golden, BC, we had to add an extra hour to the journey by taking a detour through Radium. While Revelstoke had been our last riding day on the way home in the past, this year it became our first due to the detour.

We arrived at 1 a.m. and found a nice camping spot on crown land not far from the Revy Riders, a local, well-developed riding area, for our break-in ride. At least it was a breakin ride for me, as the last time I swung a leg over a dirt bike was in early June.

After an excellent first day riding on prime trails with just enough moisture on the mossy roots and rocks to make it interesting, we loaded up the truck and trailer and headed to the vicinity of Shuswap Lake for our second DBW stop. Luckily, we arrived at the next random camp spot while it was still daylight, allowing us to set up the tents and our “kitchen” to cook dinner (sausages and pasta) during dusk rather than the usual… total darkness. Day 2 riding was even more epic, featuring gnarly, loamy, rooty, chocolate cake dirt trails with spectacular views and perfect 13 to 14 degree Celsius temperatures. While our usual five hours of riding

typically led to 80 to 100 km covered, day 2 only yielded 25 km. Those trails were tough and incredibly enjoyable. With a late finish, we were perfectly set up for a four-hour drive in the dark to our next destination in the Invermere valley.

We arrived at another beautiful crown camping spot late, under clear, starry skies, ready for a late dinner in near-freezing temperatures. Since we were familiar with this area from previous trips, the next morning we decided to explore something new, which led us to ride a bit more doubletrack and forest service roads to find it. It felt more like a dual sport ride, but we still managed to cover 90 km, a record for the last day of DBW. With only a couple of hours of driving remaining before we reached home, nostalgia began to set in as we thought about returning to our regular lives. Our phones emerged from hibernation to check upcoming work schedules, kids’ activity plans and the ever-growing honey-do lists. My brain started to fire up stress signals that I had successfully repressed over the past three days of bliss.

Without a doubt, I can genuinely say that this was the best holiday of the year for me.

The riding and weather were fantastic, no one got hurt and the bikes survived. The total cost of the long weekend was $150 per person, including fuel. While I love our family vacations, I still crave and need these minimalistic adventures, which reset my outlook on everyday life. Although this trip usually only lasts three days, it distilled our existence down to the basics: eat, sleep, eat, ride, drive, eat, sleep and repeat. The digital detox was an added bonus. I already can’t wait until next year. Before the three of us went our separate ways, we planted the idea that next year, we’re going to Idaho, weather permitting of course.

If you’ve never experienced anything like this, I highly recommend giving it a try. It is genuinely refreshing. IM

TO THE LIMIT BRETT MCCORMICK

Technology

W

hy are humans obsessed with technology and constantly advancing?

I ask myself this all the time, and I’ve written about it on different subjects.

It’s something that can be pondered for hours, days or weeks. For me it’s going on years and I still can’t claim to have the answers. Lots of people would say it’s our survival instinct, which I can understand – the constant push to best the person next to you, survival of the fittest. I think there’s some truth to that, because whether you’re trying to hunt for a meal thousands of years ago to stay alive, or you’re trying to do a better job than your competition to stay employed, it’s all the same in the end. We’re all caught up in the race.

Advancements made these days tend to mute experiences and create memories with less impact. We seem to be okay with trading off authentic raw experience for virtual simulated experiences. Music is the easiest example I can think of. Everything is at your fingertips, which is unreal in some aspects. Music is produced using cutting edge technology to deliver mistake free results and artists focus on their digital portfolio. Is this better than the old ways of touring to launch a new album and everyone attending the concerts? Than

Get out and experience life firsthand.

PHOTO BY BRETT MCCORMICK.

18 Inside Motorcycles

buying records? Maybe more convenient now, but I would argue not better. I’ve never had someone tell me about how good an album is through their AirPods, but I’ve seen concerts that I still talk about to this day because they had a huge impact on me. The experience of something raw and human is hard to substitute.

Motorsports is a similar story. Technology has no doubt advanced us in some very positive ways both in how we experience it and the tools it produces. Technology has brought everyone closer to racing if they want to be, but this isn’t all upside in my opinion. Formula 1: Drive to Survive on Netflix hurled North America into a frenzy about Formula 1, and everyone thinks they’ve experienced Formula 1 now. You can’t tell me watching a produced drama series with some onboard shots is the same as being in the stands watching a full race weekend in the flesh. I’ve taken in both scenarios, so I have no problem comparing them and telling everyone which I think is better.

It’s impressive we can connect and watch racing all over the world at our fingertips, but it’s taken the emphasis away from local racing and destination experiences.

Some die-hard fans still follow local racing religiously, and go on trips to see the world

championship level stuff in person, but not many. This isn’t good for racing in the long run in my opinion, it makes it less sustainable to survive. You might touch more people with the sport, but it’s at a distance and the quality of experience isn’t going to change anyone’s life. Maybe I’m wrong; I hope I am, but this is how I feel looking at its current state.

None of us are in love with two-stroke dirt bikes or big block muscle cars because we saw a post on Instagram about it. We’re fans because we’ve experienced the raw powerbands, vibration and sound that comes along with it all. None of us are in love with a musician because of hearing something through an AirPod. We fall in love going to a concert and hearing a song done differently that day, with a unique raw touch the artist puts on it because of the mood they’re in. If you think you’re in love with music or something with a motor and haven’t sat front row, I urge you to experience it fully and get back to me on how much you missed with only the virtual experience.

Not only have the experiences changed because of technology, but the tools have too. I think it’s great we are using electronics to improve bikes and music, but I don’t believe it creates the best experience. Older technology seems to deliver a superior experience because of the unpredictability of it, along with the raw feelings. Electronics make everything smoother with less room for error, but where is the fun in that?

We benefit from recording history; both our mistakes and triumphs can be learned from. I’m curious if looking back on this column in 30 years I’ll agree with everything I’m writing, and see our turn to virtual experiences as a mistake. My message to everyone reading this: let’s raise generations that appreciate the raw experiences.

Take your kid to the track, take your grandkid to a concert, go ride something carbureted. Don’t fall prisoner to the convenience of watching everything from the comfort of your home, go create some memories. IM

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THE SHARP EDGE TONI SHARPLESS

Anything can happen

T

he 2023 FIM MiniGP Canada series wrapped up at Ontario’s Lombardy Raceway this summer crowning champion Michael Galvis and runner-up Ben Hardwick while debuting the talents of wild card rider Ashton Parker.

It was to be a day of exhilaration and heartbreak - a roller coaster of emotions at the final round as the top five contenders; Michael Galvis, Treston Morrison, Ben Hardwick, Lincoln Scott and Rhys McNutt all had a chance to go to the FIM MiniGP World Final in Spain in November. The championship was tight and with the last three races left to run on a triple header weekend, mathematically anyone could win the championship. After the first two races the championship was so tightly contested that tension and drama hung in the air as the last deciding race began.

“Mini Mike” Galvis the 11-year-old from Ontario, lined up with uncertainty for the last race knowing he would need to finish in the top three positions to clinch the title.

Galvis gained the lead in the series at the midway point by winning at Strathmore Motorsports Park in Alberta; however, his lead was cut back at the first Ontario round after suffering setbacks with starting grid infractions. It was a tough lesson learned for the young athlete losing positions and points making the final race all more intense with only a one-point lead. There was jubilation and hugs among his crew when Galvis crossed the finish line in 3rd place giving him a total of 190 points winning the championship by 19 points becoming the 2023 FIM MiniGP Canada Champion.

Conversely it was heartbreak for Morrison, the 13-year-old from Alberta, who went into the last weekend one point behind, poised to win the championship, until it all slipped away in a flash. Morrison, who is an exciting rider to watch, created an impressive lead early in the championship by winning the three opening rounds at Greg Moore Raceway in British Columbia.

Then Morrison experienced difficulties with 20 Inside Motorcycles

equipment at the Alberta round allowing other competitors to catch up. At the last race in Ontario, Morrison needed a 3rd place finish or better to clinch the runner-up spot that would send him to the world final. In the end it was not to be, when Morrison lost the front-end making a move to pass for 2nd place sliding him out of contention.

Fourteen-year-old Ben “Ice Man” Hardwick from Ontario was in a position to

benefit from Morrison’s misfortune as the runner-up to join Galvis going to the world finals. Hardwick’s journey was a tough one after suffering a setback early in the championship by colliding with Rhys McNutt during the opening round at Greg Moore Raceway in BC. For the rest of the season Hardwick and his crew kept their heads down and steadily climbed back up to 4th by the time the series swung to Ontario.

Hardwick went on to win three races in the Ontario rounds solidifying him a chance to make it to the finals. In the final race Hardwick was running in 2nd place pressuring the leader, Ashton Parker, when his crew

quickly gave him the pit sign, “P2 OK.” Hardwick finished that race in 2nd place earning 171 points and the runner-up spot.

Wild card rider Ashton Parker, on the Super Sonic Road Race School Ohvale GP-0, came from nowhere to take the win! Parker, a 14-year-old from British Columbia found speed in the last race of the championship with Lincoln Scott from Alberta in tow catching the leaders with two laps to go. It was then that Parker made an incredible move at the end of the front straight in front of an exhilarated crowd, going from 3rd to 1st place in one smooth swoop in corner 1. Parker continued to hold the lead to the finish line with pressure from Hardwick to take his first ever FIM MiniGP Canada win.

“Lightning” Scott, a talented rider from Alberta and at just 10 years old the youngest of the competitors in the championship was favoured to win the series in the lead-up and decidedly the most experienced on the spec’d Ohvale GP-0 160 cc. Unfortunately, a fracture in his forearm (throttle side) sustained during a pre-season practice session thwarted Scott’s early ambition to collect points. After the midway point his strength appeared to return, and Scott was back to charging and landing on the podium. Time simply ran out for Scott this year, finishing in 6th place tying with Parker earning 130 points, but due to his age Scott has several more years in the FIM MiniGP Canada championship and will be a top challenger going forward.

Another talented rider from Alberta, McNutt, aged 13, was the steady horse in the race accumulating solid points at every round putting it on the podium at his home track Strathmore Motorsports Park. McNutt finished in 4th place in the championship with 139 points.

In the end there were 11 registered riders, four different race winners, with only 60 points separating the top six riders in the championship. Everyone rode with heart and determination proving that anything can happen. IM

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INSIDE IMPRESSION | 2023 HARLEY-DAVIDSON CVO ROAD GLIDE

Next Level

V-Twin 2023 Harley-Davidson CVO Road Glide

BY PATRICK LAMBIE

O

PHOTOS BY BEN QUINN

riginally introduced in 1999, Harley-Davidson’s Custom Vehicle Operations (CVO) have grown to represent what many V-twin enthusiasts would describe as the pinnacle of design, performance and technology.

As someone who has never owned a V-twin motorcycle, the appeal had always seemed a little foreign to me, until an invitation back in the fall of 2017 to test ride a brand-new 2018 CVO Street Glide. The first model to feature the company’s Milwaukee-Eight 117 engine, anyone who managed to escape being transfixed by the raw sound and incredible torque of this motor was likely missing a pulse.

Fast forward two years and an opportunity to ride the complete 2020 CVO lineup provided a look into the first internal-combustion-engine Harleys to be outfitted with Motorco’s all new RDRS systems as well as the latest infotainment setups.

This summer, HD once again upped their game with the mid-season introduction of 2023 CVO Street Glide and CVO Road Glide models. In addition to featuring a variety of technology and styling updates these new models brought with them the all-new Milwaukee-Eight VVT 121 powerplant, which not only represents another milestone in displacement but also introduces variable valve timing in an effort to improve power delivery throughout all areas of the rpm range right up to the engine’s 5,500 rpm redline.

The images that accompanied the company’s press releases announcing these new models highlighted both the revised bodywork as well as updated colours; however, as is often the case, pictures are no substitute for the real-life experience, which brings our story to this past fall when I arrived at Mississauga Harley-Davidson to pick up a 2023 CVO Road Glide.

22 Inside Motorcycles

InsideMotorcycles.com 23

The 2023 CVO Road Glide brings a series of upgrades including: 320 mm front disc brakes (top left), the Milwaukee-Eight VVT 121 V-twin engine complete with variable valve timing (left middle), 12.3-inch full colour TFT screen (bottom left) and restyled bodywork including the “shark nose” fairing (left).

Described in a single word, the CVO Road Glide is stunning.

The standard model – yes, it is odd to refer to any CVO creation as standard – with the Dark Platinum colour utilizes tasteful but effective pinstriping drawing attention to the sharper lines of the new bodywork that evokes emotions that would typically be reserved for a vintage American muscle car.

While the bike’s iconic “shark nose” fairing retains enough of the original design to ensure its lineage is not mistaken, this latest version offers a modern take on this classic. Looking past the fairing, the bodywork updates extend to include the gas tank, side panels and saddlebags, each of which features sharper lines and naturally draw the eye along the bike’s updated lean low-slung flow.

The Scorched Chrome finish applied to the rocker boxes, pushrod tubes and exhaust on the Dark Platinum version combine perfectly with the black powertrain components to create a look that is both classic and exclusive. For those looking to take their CVO experience to an even more exclusive level, an addi24 Inside Motorcycles

tional $7,500 will get you the upgraded two-tone Whiskey Neat and Raven Metallic colour scheme. While the orange colour is truly stunning, this upgrade includes full on chrome treatment on the exhaust and other parts, which – in my opinion – is a downgrade from the Scorched Chrome used on our test bike.

Looking over the bike, the one item that continued to grab my attention was the wheel design. This unique layout that combines wire spokes into a cast rim in a manner that the spoke exit leaves it visible creates a visual that received compliment after compliment at gas stations, rest stops and even traffic lights during my time with the bike.

With the engine fired up the exhaust note at idle actually seems a little subdued when compared to the sound of the Milwaukee-Eight 117 that powered previous models. Jumping onto the seat the other item that has definitely changed is the display. In a word, the TFT display is massive. Almost double the size of the 6.5-inch display on the 2022 CVOs, this new 12.3-inch screen re-

places all the gauges found on the 2022 model and dominates the cockpit area. Syncing your phone by Bluetooth is nearly seamless and in no time the destination selected from my contacts was programmed into the GPS system and it was time to start riding.

Lifting the bike off the side stand provided the first confirmation that the CVO Road Glide has been on a serious diet. Yes, it still weighs in at a solid 391 kg (862 lb) full of fuel and ready to ride, but the 16 kg (35 lb) reduction is noticeable. My only complaint on behalf of the vertically challenged demographic is that reaching the side stand to pull it in required some serious stretching on the part of my 30-inch inseam.

Pulling away from traffic heading west on the always busy 401 freeway offered a chance for an aggressive twist of the right wrist and the bike did not disappoint. Retaining the bore from the previous 117 model, the new 121 features longer stroke, increasing displacement to an impressive 1,977 cc, producing a claimed 115 horsepower at 4,500 rpm and 139 ft-lb of torque at just 3,000 rpm.

Throttle response is immediate, and thanks to the variable valve timing system which advances or retards the camshaft timing for optimum performance, the new CVO pulls hard, every step of the way with no flat spots. As for the aforementioned subdued exhaust note, the setup on the Milwaukee-Eight VVT 121 definitely results in an auditory Jekyll and Hyde as it comes to life with an increasingly addictive exhaust note the harder you push it.

Riding along on one the busiest highways in North America also provided the opportunity to test out the CVO’s braking capabilities as vehicles have a habit of randomly coming to a near stop in front of you with no warning or apparent reason. In these instances, the large 320 mm dual front discs and single 300

mm rear disc work with Brembo calipers to quickly and smoothly bring the CVO Road Glide to a stop despite the considerable momentum that this motorcycle represents when travelling at highway speed. Even under the hardest of braking the large 47 mm inverted Showa front fork resisted the natural tendency to dive and kept the bike on track, with the inclusion of lean sensitive ABS pitching in if required.

Following the evening’s short ride to Guelph, the following day was the first chance to take the CVO Road Glide out for a longer ride, with the cool fall morning making me appreciative of the standard-equipped heated grips. Heading out for the day, a playlist of favourite road songs queued up on my iPhone supported the experience of the Rockford Fosgate audio system. Providing clear crisp sound both in motion and at rest, this setup will rival not only that found on other motorcycles but likely most home stereos as well. The handlebar mounted controls made it easy to adjust volume, select tracks and access other menus. As an added benefit, the touch screen can be manipulated while wearing gloves, making it easy to interface with the GPS and other menus without removing any gear.

Riding along the network of Ontario back roads, the CVO Road Glide demonstrated a surprising amount of agility defying the natural physics of a bike weighing over 850 lb. Responding quickly to inputs on the tall wide handlebar, the bike transitioned easily from side to side and felt solid when leaned into corners.

During low speed manoeuvres such as working through a parking lot, the bike’s size is more noticeable but the low seat height of 714 mm (28.1 in) provides an offsetting level of confidence.

This full day on the road also provided the opportunity to InsideMotorcycles.com 25

explore each of the selectable ride modes. A first for Harley CVO models, the Road Glide includes Road, Sport and Rain modes as well as two custom modes that can be preset by the rider. Dry roads meant that the increased level of intervention from the ABS and traction control systems wasn’t evident when in Rain mode, but the restrained level of throttle response was notable.

Similarly, in the Road and Sport modes, the increasingly aggressive throttle response was obvious, as was the level of engine braking when rolling off the throttle in Sport mode.

One day later, a 200 km ride was on tap to meet IM photog Ben Quinn in the town of Port Hope. Fans of horror movies may recognize this town as it served as the backdrop for the movie It based on the novel by Stephen King as well as a sequel. Taking a shortcut on the 407 toll highway, travelling over the annoying seams that run across these modern highways was an opportunity to assess the performance of the upgraded Showa rear suspension. Reported by Harley to provide 50 percent more rear suspension travel than previous CVO models, it was not surprising that the bike ran smoothly over these ridges and even some larger anomalies in the road surface. As an added benefit for riders undertaking long haul trips with luggage or a passenger on the pillion seat, preload on the rear suspension can be adjusted via a remote located in front of the left saddlebag. Removing the saddlebags provides access to additional preload adjustments as well as a rebound damping adjuster.

This portion of the day also provided the chance to experiment with the vent in the fairing, which is intended to adjust and control the level of helmet buffeting. In addition, each side of the fairing includes adjustable panels that can also be adjusted to impact the flow of air into the cockpit area. Based on my height and choice of gear, I found that leaving the centre 26 Inside Motorcycles

vent at its most open position kept a steady stream of air flowing and resulted in minimal turbulence. The good news is that each rider can make adjustments to suit their personal preference.

Where my previous day’s riding had been broken into small stretches of riding while taking in the sights of the quaint towns that dominate the landscape of Ontario back roads, this day involved covering substantial miles at a time, which did uncover a couple of issues. While the ergonomics of the riding position on the CVO Road Glide feel quite natural, after about 90 minutes of riding, I found myself squirming around the seat to relieve pressure points. In fairness, making some adjustments to the position of the handlebar (documentation for Harley-Davidson indicates the handlebar features 27 degrees of adjustability) may have altered the riding position and alleviated this discomfort.

Another issue that materialized on this first long haul was the accuracy of the fuel reading. With the GPS reading out distance remaining to destination and the display keeping me updated on fuel range remaining, I was cruising along confident that I would reach Port Hope with plenty of fuel to spare. However, when the remaining range dropped from 70 km to 38 km in a matter of seconds and then fell to under 20, I quickly turned into the next available gas station and added 20 litres of fuel to the 22.7 L tank.

Despite these issues, as we spent the afternoon photographing the CVO Road Glide, riding through Port Hope and the surrounding areas, it was easy to see the appeal of a motorcycle that stays true to legacy of the American V-twin, while also taking advantage of the latest technology. I will admit that I struggle with a starting MSRP of $54,299, but if history repeats itself, much of the new technology on this bike will eventually find its way into other parts of the HD lineup and with that in mind, the future of Milwaukee’s most famous manufacturer is bright. IM

SPEC TABLE

2023 HARLEY-DAVIDSON CVO ROAD GLIDE PROS:

+ Updated styling + Milwaukee-Eight VVT 121

CONS:

- Comfort lacking after 90 minutes - Inaccurate fuel readings

Suggested Retail: Starting from $54,299

Torque: 139 ft-lb at 3,000 rpm

Suspension (front): 47 mm inverted fork

Colours: Dark Platinum, two-tone Whiskey Neat and Raven Metallic

Fuel Delivery: Fuel injected

Suspension (rear): Dual shocks

Final Drive: Belt

Tire (front): 130/60-19

Engine: Milwaukee-Eight VVT 121 45-degree V-twin

Weight: 391 kg (862 lb) wet

Displacement: 1,977 cc

Transmission: Six speed

Bore & Stroke: 103.5 x 117.5 mm

Frame: Tubular steel

Compression Ratio: 11.4:1

Wheelbase: 1,625 mm (64 in)

Power: 115 hp at 4,500 rpm

Seat Height: 714 mm (28.1 in)

Tire (rear): 180/55-18 Brakes (front): Dual 320 mm disc with four-piston calipers Brakes (rear): 300 mm with four-piston caliper Fuel Capacity: 22.7 L

InsideMotorcycles.com 27

INSIDE IMPRESSION | 2024 KAWASAKI ELIMINATOR 500

28 Inside Motorcycles

D E T N E REINV

C I S S A L C 2024 Kawasaki Eliminator 500

BY SOPHIA VASSILIADIS PHOTOS: CANADIAN KAWASAKI MOTORS

I

t’s all about the ride, right? How smooth or how fast. How agile or how efficient. How comfortable, how accessible. There may be endless exciting features, preferences, available powerplants, colours, brands, even energy sources – and in the case of the Eliminator, a whole host of versions – but when the smoke and mirrors clear it’s about whether it works or not. Kawasaki’s smaller storied sport-cruiser works well. Nudged out of retirement and having undergone a(nother) fairly extensive rethink it is poised to fill a gap in Kawasaki’s mid-size motorcycle ranks.

We caught our first glimpses the 2024 collection of Kawasaki’s Eliminator 500s in the gorgeous glow of a southern California sunset. These retro-modern mid-displacement machines hold their own in Pearl Robotic White, Pearl Storm Gray, and the SE model in Candy Steel Furnace Orange / Ebony, and they have a lot to offer beyond their creative colour names and sleek styling. Kawasaki has outfitted this generation of Eliminators with the best in ergonomic planning, approachable power, easy handling and an impressive list of updated technical features, all at an attractive price point.

The next day we rose with the blazing late summer sun and gathered around the piston posse, ready to experience the latest in Kawasaki’s engineering. The best part of any launch is the ride, and ride we did: through cute southern California towns, along twisting mountain roads, and up the coastal highway. The bike is light, nimble and the upright ergonomics provide excellent visibility. At slower speeds in town, the Eliminator easily demonstrated its talents: balancing turns confidently, accelerating with conviction, and maintaining its cool in stop-and-go situations. We didn’t venture off road, although the Eliminator might do pretty well there too thanks to the more generous ground clearance of almost six inches.

InsideMotorcycles.com 29

Years ago, I tried out what was meant to be a gateway cruiser for the sport-bike demographic. My enthusiasm and curiosity quickly gave way to frustration. Instead of excitement, I struggled to enjoy a middling experience – poor components on an awkward frame with dicey handling, complete with an underpowered engine. It took a while before the urge to cruise returned and the results were far more positive: a Kawasaki Vulcan that was the perfect answer to the needs of a sport rider looking to enjoy some cool cruiser fun.

Turns out, both Kawasaki cruisers were introduced at the same time with different objectives and divergent trajectories. First introduced as the ZL900, the early Eliminators were more like their Z1 dragster predecessors using a cruiser chassis fitted with a sport bike engine. In the ensuing years, Kawasaki experimented with enhanced technologies and design features through massive adjustments to the Eliminator series. After sizing up from the 900 to a litre bike, the four-cylinder beasts slowly gave way to the smaller displacements: from 750 cc to 600, and eventually the 400-series. The following generation brought advancements in power output, and further adjustments to the riding position and handling in the smaller sized EL250, 175, and 150.

The 2024 Eliminator returns to its sport bike-powered roots, suspending a liquid-cooled 451 cc parallel-twin DOHC engine adapted from the Ninja 400 in a lightweight trellis frame. The chassis facilitates easy handling with a comfortable stance that affords a comprehensive view of all the elements both on and off the bike. The careful engineering also contributes to the adept cornering, succinct handling and generous growth potential of this model. It’s a coming together of information gathered over the course of the Eliminator’s almost four decades of development.

Twin engines are well-liked for delivering peppy power and the Eliminator series is no exception. The Eliminator 500’s engine, which is actually 451 cubic centimetres, pumps out decisive, even power in all six gears thanks to the close gear ratios of the return transmission. The sixth gear is especially exciting thanks to the bike’s sporty 43/14 final drive ratio, the limits of which were fun to push. In addition, the slipper cam takes the pressure off the clutch plates in the case of any elevated engine braking from sudden downshifts prevent hopping or skidding of the back tire. It’s the kind of attention to detail that makes the 2024 Eliminator a refreshing ride that is especially attractive to newer riders who benefit from a more forgiving transmission with plenty of available acceleration and important feedback.

Overall, the sensory experience served up by Kawasaki’s 2024 Eliminator is one of gutsy, constant energy. The large, oval-shaped throttle valves contribute to a noticeably quick throttle response and strong engine performance. The engine’s design also minimizes excessive exothermic heat. It’s a bike that takes care of itself on smaller roads, in the corners, and when traffic and speeds increase on the major straightaways, and all of that for miles and miles on a single tank of fuel.

The Eliminator looks like a cruiser, but the riding ergonomics offer an upright riding position that is both commuter comfortable and long-range capable. The standard seat height is the lowest in its class at 735 mm (28.9 in) so smaller stature riders can easily plant both feet, while also providing enough forward clearance that the longer legged are not forced into a cramped position. At five-foot four-inches I felt perfectly balanced, 30 Inside Motorcycles

between front and back, which is not always the case since my shorter torso-to-leg ratio usually has me reaching uncomfortably forward on longer bikes. It’s also a surprisingly light ride with a (wet) curb weight of 176 kg (388 lb).

Kawasaki generously employs rubber in the wide handlebars, scooped seat and centrally mounted foot pegs, which work together to eliminate virtually all vibration. The firm, responsive twin-shock rear suspension also added to the smooth cushioned feel. There was no complaining about the usual aches and pains that surface during or after a longer press ride, especially when the sweaty heat is as aggressive as it was, a reminder that the engine was kind enough not to be adding to the temperature.

The setup of the Eliminator is not only easy on the body, but

The all new Eliminator is loaded with style and features including the black exhaust pipe that complements the stretched out look of the bike (top left), an easy to read LCD display (middle left) and the liquid-cooled 451 cc parallel-twin engine (bottom left).

also psychologically sound. A quiet ride allows for rider and road to communicate more effectively, and speaking of communication: this bike boasts the dreamiest of displays. Easy to read and comprehensive, the Eliminator’s instrument panel says it all on a cute, compact all digital LCD screen that was easy to read in all the light (and dark) conditions. Speedometer, tachometer, gear position indicator, clock, odometer, two trip meters, fuel gauge, remaining range, current and average fuel consumption, maintenance reminder, smartphone notices and Bluetooth indicator, all with almost no need to toggle! Amazing.

I’m still learning, but those of you who understand why it matters will appreciate several key features that keep the Eliminator true to its low-rider label. It’s not as extensive as some cruis-

ers but attached to the respectably lengthy 1,520 mm (59.8 in) wheelbase is a differentiated set of tires: a taller, slimmer 130/7018 tire up front complemented by a smaller, wider 150/80-16 rubber bringing up the rear – the latter which complements the added stability of the length without compromising agility. And though the reach and seating position are more moderate, the effect of the stretched-out tank style, black exhaust pipe, and slim horizontal tail enhance the long and low design of the bike.

The 10-spoke wheels are also a nice touch.

For most of the day I had the pleasure of riding the flashy furnace orange and ebony SE ABS model. Always nice to feel even more braking assurance while navigating faster busy roads, and the occasional hot corner in the hills. The handlebar-mounted InsideMotorcycles.com 31

waterproof USB-C outlet is extra handy to keep your mobile device charged while it’s hooked up to Kawasaki’s Rideology app. Otherwise, it’s all about style: a vintage-inspired rounded, compact headlight cowl, distinctive graphics, a patterned seat cover and black fork boots. The gentle grumble is good too, commanding without being frightening.

Kawasaki’s optional accessories for the Eliminator are simple but effective. If the standard seat height is still a bit of a stretch, they sell a reduced seat that shaves off close to another inch. For buyers who want to customize a-la-carte there are also practical add-ons such as a rear carrier, grip heater set and USB-C outlet.

Oh yeah, and remember the Rideology app I mentioned?

Check out all the fun facts that the complementary gadgetry gathers about you and your ride through Bluetooth connectivity. The app stores all the information about the vehicle you are riding such as fuel gauge, odometer, and maintenance schedule.

While you ride it records a log that includes GPS route information, elevation, lean angles and speed. You’ll also be better able to make decisions about communications thanks to notifications appearing on your instrument display. In fact, the instrument panel can be adjusted through your phone, which will personalize any other Rideology-registered bike you ride.

Extras aside, the two variations of the 2024 Kawasaki Eliminator are accessible to riders and their budgets. The base model MSRP is $8,199. The Special Edition is only slightly more elevated $8,499. The accessories are similarly reasonable: between $110 for 32 Inside Motorcycles

the USB-C outlet up to $353 for the Grip Heater Set, which is the kind of extra that pays you back in full the first time you enjoy a brisk morning ride without losing feeling in your fingertips.

Admittedly, I like all bikes, although I also always find lots of things to complain about. However, the Eliminator is hard to reproach. It is what it is and does what it needs to do in a sexy suit with firm grace. That said, pillion seat (which no one volunteered to test) is quite narrow, convex, and doesn’t have a back rest. It would barely suffice for a short jaunt, unless the rider is remarkably petite (read: a child). Also, since the Eliminator has the potential to be a longer-range companion, Kawasaki should make it easier to purchase baggage space. And finally, Kawasaki should consider making the orange colour available in all the model style – or is that splitting hairs?

Did I mention that in addition to the sunny seaside, the backdrop of the 2024 Eliminators was none other than the film-famous Top Gun house? Relocated up the coast and nestled in the courtyard of our Oceanside digs, the local landmark came complete with the same bike model ridden by the tempestuous Tom Cruise.

Inviting comparison is always a bold move, and also further evidence of Kawasaki’s confidence in their freshly reimagined “café-cruiser.” Building upon the success of previous generations, this latest Eliminator iteration with its redesigned chassis, approachable engine displacement and advanced electronic features captured in an iconic long-and-low package, promises to captivate motorcycle enthusiasts of all kinds. IM

SPEC TABLE

2024 KAWASAKI ELIMINATOR 500 PROS:

+ Lightweight + Eye-catching style

CONS:

- No available Kawasaki baggage accessory - Uncomfortable pillion seat

Suggested Retail: Starting from $8,199

Fuel Delivery: Fuel injected

Suspension (rear): Twin shocks

Colours: Pearl Robotic White, Metallic Flat Spark Black, Pearl Storm Gray

Final Drive: Chain

Tire (front): 130/70-18

Engine: Liquid-cooled, parallel-twin Displacement: 451 cc Bore & Stroke: 70 x 58.6 mm Compression Ratio: 11.3:1 Power: n/a Torque: n/a

Weight: 176 kg (388 lb) wet Transmission: Six speed Frame: High-tensile steel trellis Wheelbase: 1,520 mm (59.8 in) Seat Height: 735 mm (28.9 in)

Tire (rear): 150/80-16 Brakes (front): 310 mm disc with dual-piston caliper Brakes (rear): 240 mm with dual-piston caliper Fuel Capacity: 13 L

Suspension (front): 41 mm telescopic fork

InsideMotorcycles.com 33

INSIDE IMPRESSION | 2024 SUZUKI DR650SE

Standing the Test of Time 2024 Suzuki DR650SE

BY PATRICK LAMBIE PHOTOS BY PATRICK LAMBIE AND HEIDI LAMBIE

34 Inside Motorcycles

T

here will undoubtedly be some readers who question why the Suzuki DR650SE, which has remained relatively unchanged since its introduction in 1996, warrants pages in this issue. While the Jack-of-All-Trades Suzuki has been frozen in time for the better part of two decades, the majority of the industry has moved forward at an ever-increasing pace as advancements in technology have become a driving force in the development of new motorcycles.

Thanks to ride-by-wire throttles, internal measurement units and impossible to believe processing speeds, items such as selectable ride modes, lean-sensitive ABS and traction control – not long ago were limited to the most exclusive machines – are now commonplace on all levels of both street and off-road motorcycles. While there is no doubt that these advancements keep riders safer, there is also the thought that they take away from the development of basic rider skills that existed back when traction control resided with in the rider’s right wrist.

There is also something to be said for simplicity. As someone who grew up riding long before electronically controlled injection was a widely accepted method of fuel delivery, Suzuki’s offer for an extended test ride on a DR650SE was a trip back in time to a world when the use of carburetors and other basic components that one can actually fix on the side of the road offered a level of comfort when heading off the beaten path. As an added benefit, the availability of the test bike here in Calgary offered the opportunity to explore a few of Alberta’s world class back roads.

With a promising weather forecast and multiple routes planned through foothills and into the nearby Rockies, I was looking forward to the upcoming week as I picked up the brand new 2024 DR650SE with less than 10 km on the odometer from Barnes Blackfoot Motosports.

Standing back and taking in the DR650 in Solid Special White No. 2 – Suzuki speak for white – the bike’s off-road pedigree is notable with 21-inch front and 17-inch rear wire-spoked wheels, both shod with tube-type tires. A high mounted front fender, standard-equipped hand guards, steel footpegs and generous 265 mm (10.4 in) ground clearance also confirm that this motorcycle is designed with off-road excursions in mind.

If only because of a shared displacement and engine configuration, Kawasaki’s KLR650 is the logical assumption when considering direct competitors for the DR650. Having previously toured on Kawasaki’s mid-size dual sport machine, a number of noticeable differences emerged as I familiarized myself with the DR650. First off, the Suzuki’s light 166 kg (366 lb) wet weight (90 lb less than the KLR) is obvious from the moment that you go to lift it off the side stand. Despite an intimidating-on-paper seat height of 885 mm (34.8 in), which sits a half-inch above the Kawasaki, the DR650’s narrow seat and fuel tank bring the ground into range even for my limited 30-inch inseam, allowing me to simultaneously reach the ground on both sides of the bike – albeit connection was limited to toes – or put a single foot solidly down with just a minor shuffle to that side. For those who prefer the ground in closer proximity, Suzuki offers a lowered suspension option which reduces the seat height to 845 mm (33 in), however there is a corresponding decrease in ground clearance.

InsideMotorcycles.com 35

The Suzuki DR650SE relies on basic, yet effective, elements to deliver a competent dual sport experience (left to right): Narrow seat makes it easy to touch the ground without sacrificing ground clearance, the proven 644 cc air-cooled single-cylinder engine, wire spoked wheels with 17-inch rear and 21-inch front tires.

36 Inside Motorcycles

While working through stop and go city traffic may not have been a priority focus when the DR650 was created, the tall upright riding position allows for the rider to see and be seen even in the midst of the large SUVs and trucks that dominate today’s roadways. The 644 cc air-cooled single-cylinder engine had no issues propelling the DR650 along at freeway speed with ample power and torque on tap to accelerate and pass slower vehicles while remaining in the top gear of the bike’s five-speed transmission. Even when reaching the higher rpm range, vibration was evident but not overwhelming thanks to the inclusion of a balancer shaft within the engine. As an added benefit, the lightweight machine is easy to manoeuvre through parking lots, even facilitating hops over curbs if required.

As impressive as the DR650’s urban capacity turned out to be, the intended focus of this review was the bike’s ability to travel the variety of surfaces required to avoid the masses when travelling. With the 13-litre fuel tank topped off, adventure gear laid out and ready to go, it was time to head for the mountains under anticipated cool but clear skies. Of course, weather forecasts have a way of not always coming true; especially, for some reason, when your planned activities are dependent on the elements.

Waking up to reports of snow in the nearby foothills, the question of “how bad could it really be?” found me travelling along Hwy 66 past Bragg Creek and heading into the Kananaskis Provincial Park. With an increasing amount of snow residing on the sides of the road and slush starting to accumulate on the road surface, it was quickly becoming apparent that my intended route along the Powderface Trail into the heart of K-Country would need to wait for another day; however, taking advantage of the scenery at the end of the paved stretch of the highway yielded some spectacular shots of the bike against a snow covered mountain backdrop.

With temperatures in the mountains forecast to remain cool for a couple more days, I decided to take advantage of climates to the west of the city and headed for Drumheller, AB. I knew that I wanted to approach the city from the south and take in the sand hoodoo structures along the East Coulee route, but with no set schedule it was also an opportunity to get lost on

the seemingly never-ending pattern of grid roads. Working with the theory that alternating the direction of travel between north and east would eventually lead to Hwy 564, the DR650 and I travelled along in solitude, coming across only one other vehicle on this stretch of our ride.

This part of our travels also introduced a new surface in the form of the deep gravel that covered the recently cared for country roads. Having ridden on these types of roads before, I must confess that I am not a fan of the wandering sensation as the front-end swims through the loose material. Fortunately, as I rode along standing on the pegs, the DR650 was quite stable and felt much more like a dirt bike compared to other dual sport machines I have ridden before. Yes, deep gravel will always provide a sensation of reduced stability, but the Suzuki was one of the more stable dual sport machines I have ridden in this type of environment.

Successfully arriving in the East Coulee region provided the opportunity to head off the road and into the hoodoos that surround the road. Luckily the sandy surface was dry, as wet conditions can be treacherous for someone with my limited offroad capabilities. The ride over large sand mounds and through deep crevices highlighted both the bike’s useful amount of ground clearance as well as the capable suspension setup that kept the front-end stable without diving and the rear offering a solid, if slightly stiff experience. At 160 lb, my weight is in line with standard mass that most Japanese and European manufacturers consider when building stock suspension setup. While the DR650’s link-type rear suspension is adjustable for preload and compression damping to accommodate different loads, the non-adjustable front may be a limiting factor for heavier riders or those wanting to ride on more aggressive terrain.

After spending time exploring the nearby abandoned mining town of Wayne, a look at the odometer, which indicated 200 km since the last fill up, suggested that heading into Drumheller for fuel would be a prudent decision. Sure enough, about five km later the engine started to sputter and quickly stalled. Of course, in the old-school world that the DR650 resides, solving this issue is as simple as switching the petcock valve from the main to reserve position, which easily carried the bike for the remaining 20 km to a gas station where I filled up with just over 9 litres of fuel, suggesting that I could have carried on for quite some time before exhausting the complete 13 L capacity of the tank.

With the gas tank full, a look at the time served a reminder of a commitment back in Calgary which required a quick trip back with no side roads or distractions. While this wasn’t the most exciting way to travel aboard the DR650, it did allow time to see what the bike would be like on longer stretches of highway. Surprisingly the seat proved to reasonably comfortable for at least the first 90 minutes of the two-hour ride. The other notable item was the wind protection, or more specifically the complete lack of any wind protection. As most fans of naked bikes will attest, one benefit of having no protection from the wind is that the pressure is steady and consistent as opposed the buffeting that can occur on motorcycles with various types of windscreens.

Two days later, with sunny skies and warmer temperatures having arrived, I returned to the end of Hwy 66; however, this time as the pavement ended the DR650 and I continued straight on along the Powerface Trail which would carry us into the far less travelled reaches of the park. While the weather had InsideMotorcycles.com 37

definitely improved, the previous days of snow and cold had left sections of slippery wet conditions along the mostly hardpacked clay surface. Avoiding the front brake for fear of accidently washing out the front end in a corner, the 240 mm rear disc brake and its two-piston caliper provided smooth, firm and controlled braking in these situations. When appropriate, the front brake (290 mm single disc with two-piston caliper) proved to be equally solid combining with the front suspension to keep the bike under control even under harder braking.

The Powderface Trail includes dramatic elevation changes, sharp corners and a variety of surfaces – along with some of the most spectacular scenery on the planet. Thanks to the stock jetting of the 40 mm Mikuni carburetor, the engine responds quickly but smoothly to throttle input making it possible to accommodate every element of this road.

With the Powderface trail done and a quick ride down Hwy 40 completed, the start of the Smith Dorrien Trail, also known as Hwy 742, represented the start of a 70 km stretch of gravel road that winds along spectacular mountain vistas en route to Canmore. Having travelled this road in a pickup truck just two weeks prior I knew that the rutted surface was enough to shake fillings loose and leave you heading for the garage in need of an alignment. With this in mind, I was more than pleasantly surprised as the stock setup of the DR650 handled the road with 38 Inside Motorcycles

confidence, easily handling deep washboard surfaces, heavy uneven gravel and potholes, needing only to slow down when encountering extremely deep potholes in the middle of the switchbacks on the descent into Canmore.

A desire to experience the DR650 on some single-track trails brought me back to the Powderface Trail a couple of days later.

Having already logged more than 1,000 km on this bike, my confidence in the Suzuki was evident as I rode along, and I found myself daydreaming as I mentally rearranged my garage to make room for this bike on a permanent basis. Yes, I truly enjoyed the experience that much.

I get that are many more advanced options available for those looking to experience dual sport riding and that the Suzuki DR650SE’s basic components and limited capacity may be limiting factors for long haul adventure riders, but if you are in search of a solid, capable and easy to ride dual sport machine without all the bells and whistles along with a $7,699 MSRP to match, this could be the bike you are looking for. IM

S P E C TA B L E

2024 Suzuki DR650SE PROS:

+ True dual sport capabilities + Affordability

CONS:

- Not practical for long haul rides - Non-adjustable front suspension

Suggested Retail: $7,699

Fuel Delivery: 40 mm Mikuni carburetor

Suspension (front): Telescopic fork

Colours: Solid Black and Iron Gray, Solid Special White No. 2

Final Drive: Chain

Suspension (rear): Link type single shock

Weight: 166 kg (366 lb) wet

Tire (front): 90/90-21

Transmission: Five speed

Tire (rear): 120/90-17

Frame: Lightweight rigid semi-double cradle

Brakes (front): 290 mm disc with dual-piston caliper

Wheelbase: 1,490 mm (58.7 in)

Brakes (rear): 240 mm with dual-piston caliper

Seat Height: 885 mm (34.8 in)

Fuel Capacity: 13 L

Engine: Air-cooled, single-cylinder Displacement: 644 cc Bore & Stroke: 100 x 82 mm Compression Ratio: 9.5:1 Power: n/a Torque: n/a

InsideMotorcycles.com 39

SOUTH OF THE BORDER

2023 Baja International Tourist Cup

BY LOGAN BARKER

L

ike many other Canadian motorcycle enthusiasts, my winter includes counting down the days until the snow melts as well as scouring YouTube for motorcycle content to help scratch the two-wheeled itch. I had stumbled across the Obsession Engineering YouTube channel which features gentlemen from the United Kingdom who build and race motorcycles. The video that particularly caught my attention had two Isle of Man TT veterans, Dave Hewson and Eric Wilson who had come across the pond and raced in the Baja International Tourist Cup in Baja, Mexico. While motorcycle racing on closed roadways in Canada and the United States no longer exists in 2023, there was this relatively new road race just a little further south of the border.

As someone who has always been a fan of the legendary Isle of Man TT road race, I dreamed of being able to ride the Snaefell Mountain Course like famed racers Joey Dunlop and John McGuinness. While this dream was not very realistic, I still always wanted to be able to experience the feeling of competing in a motorcycle race on closed public roads. When I found out the 3rd annual Baja International Tourist Cup was to be held in Mexico in October 2023, I felt like I had to go.

All I needed to do was to bribe my fiancé with the promise of taking her to Disneyland on the way and we packed up my bike and gear. It was then just a quick 3,000-kilometre trip from Saskatchewan to Mexico.

What is the Baja International Tourist Cup? The temporary road racing circuit is located about 20 minutes south of the Mexican border city of Tecate. The circuit is a 16-kilometre loop that is made up of parts 40 Inside Motorcycles

InsideMotorcycles.com 41

42 Inside Motorcycles

of the Mexico Hwy 3 as well as some narrower, more rugged sections of road. The course features 22 turns and has fast and flowing roads as well as a large amount of changing elevation as you snake your way through the hilly Mexican landscape. While there are not many buildings along the course, there are steep drop offs on the edge of the road as well as jagged rock faces which makes the circuit sufficiently spine-tingling when being ridden at speed. Local law enforcement and the National Guard are present and responsible for blocking traffic to ensure there is safe and unimpeded racing.

The event format includes one day for practice and qualifying sessions as well as the actual race the following day. The event is broken up into two races with one being for middleweight and lightweight bikes (Group A) and the other race being for 1000 cc Superbikes and 600 cc Super Sport bikes (Group B). Each race is broken up into two heats of five laps with a break for refueling in between. The final race times are based on the total time of the heats added together.

Who is eligible to participate in this race? The requirements for this event are pretty straightforward with the rules stating you must be 18 years old, have a valid motorcycle racing licence from a recognized sanctioning body and be in good health. My experience includes a couple of years of club racing in Canada.

Overall, I would consider myself an average club-level racer.

So what machinery did I bring with me? I had my 2021 KTM 690 SMC R supermoto that I also used for track riding and short-circuit racing. The bike was almost completely stock except for an aftermarket slip-on exhaust. I do acknowledge that a supermoto was not the most ideal bike for this race due to the high speeds and lack of any sort of aerodynamic bodywork, but it’s what I had so it was going to have to do.

The long journey south took a couple of days, but we eventually hit the Mexican border. We had arrived in Tecate, Mexico a day before the event started. We drove the course in our vehicle to scope out the track. I quickly realized that some parts of the pavement

were rough and were starting to break down. A riders’ meeting was held that evening to go over the race format and the different safety procedures in the event of a racing incident. My nerves about what the next day would bring were starting to set in.

The first morning started early with the first practice session setting off at 8:00 a.m. It was a brisk morning which made me apprehensive about going out on cold Dunlop Q5 tires. Learning the course took some time as there were many dips in the pavement and parts of the road with dirt and gravel on them. I found that I had to hold the throttle wide open for the majority of the lap due to the roads being so fast and open. I was trying my hardest to squeeze out all 74 horses out of the 693 cc single-cylinder engine. I slowly got more comfortable with the course and learned what level of grip I was getting from my tires. During the qualifying session, I started to pick up the pace a bit more. I found myself riding the bike closer to the edge of the road, occasionally clipping small shrubs with my knees and elbows near some of the corner apexes. I ended up qualifying with the second-best time in Group A. The race day started with Group A completing their first five-lap heat.

The race format was a time trial with riders being started in 15-second intervals. The first heat went well but I was unable to get any closer to the quick rider in first place. Group B’s first heat was stopped shortly after it started due to a rider crashing on the course. The rider was taken to a hospital in the United States with a broken pelvis. Due to the delays in dealing with the injured rider, Groups A and B were sent out together for the second five-lap heat. The second heat was again pretty uneventful as I was unable to gain any ground toward the frontrunner, but I was able to maintain my lead over the riders behind me. My main goal for the race was to do consistent laps while not reaching a point in my riding where I would feel like I was out of control. I ended up finishing second in the Group A race as well as second in the middleweight class.

My fastest lap for the event was 6:07 which equals an average speed of 157 km/h. A well-earned shot of tequila was taken as soon as we had returned to the hotel and the race day was officially over.

I feel very fortunate to have been able to participate in this event. I am also proud to say I am the first Canuck to have competed in this road race. It was great to meet riders from different parts of the world and to be able to visit another country. Being able to ride a bike flat out on closed public streets is a phenomenal feeling and I only want to be able to do it again. Any motorcycle racer who wants to try their hand at a real motorcycle road race should strongly consider this event in the future. IM Want to learn more about the Baja International Tourist Cup? Visit www.bajatouristcup.com for more information.

InsideMotorcycles.com 43

ROAD RACE REALITY COLIN FRASER

MacKay’s climb

D

avid MacKay almost won the Liqui Moly Pro Sport Bike middleweight crown in 2022 – he was in contention until the last lap of the final race of last year, fighting Trevor Dion for the crown. The 26-year-old McMaster grad came up just short but understood that it was another step towards his ultimate goal – a Pro national crown.

“I understood that the championship trumps,” explains MacKay, who grabbed his title this season. “Last year, I was the guy who had to do everything, be aggressive – this year the situation was flipped.”

The pre-season favourite in 2023, MacKay weathered a tough start at the Shannonville opener, with issues involving a transmission in his “A” Snow City Kawasaki ZX-6R Ninja, and then a tire warmer failure.

“It was not at all a good start,” remembers MacKay. “This is when you need to remember all the prior experiences, to see how things can work out if you stick with the plan.”

The next round was at Grand Bend, MacKay’s home venue. In a series where local knowledge often doesn’t mean that much, MacKay won both rounds in convincing style and moved to the top of the standings, a spot he would hold for the remainder of the season.

“I identify as a SOAR guy,” continues

44 Inside Motorcycles

MacKay, referencing the sanctioning group once based at Cayuga. “This is where I spent my formative years. It’s a testament to the competition I grew up with – Will (Hornblower, 2019 Pro Sport Bike champ), Mitch (Card, now retired 2010s front runner), we raced each other hard at the regionals just like we did at the nationals.”

For MacKay, riding started off-road with a Suzuki 80 as part of Hamilton’s Steel City Riders, and when his father got serious about racing with SOAR, they found a CBR125R for David to use in the regional New Speed road race category.

“My first race was at Cayuga, and it was pouring rain in practice, and my dad said this is a good opportunity, since the track was mostly empty,” reflects MacKay. “I crashed twice on the first lap; I had no experience to draw on. I had no idea how to ride.”

This is one of those make-or-break experiences that a surprisingly large number of successful Pros experienced in their early days. How did it sort out for MacKay? “I was a little shaken up. Then I went back out, and I rode for about two hours as the track dried. I never came off the track, and from there things started to go well. By the end of the year, I was really starting to catch on.”

MacKay raced in the CSBK national Honda CBR125R Challenge, making the podium in

his debut at ICAR near Montreal in 2011. “I had mixed feelings with that level of competition, and I remember it was so weird, going to talk to the media after the podium as an 11-year-old.”

“Stacey Nesbitt won that year, and the Shaw-O’Learys were up there too. We had a couple of issues, and decided not to go to the east coast, so we dropped out of title competition.”

Given that MacKay would spend most of his racing career in the very close 600 cc category, it interesting that he thinks that his slipstreaming battles on 125s at ‘Old Mosport’ were crucial in his development.

“I will never forget Canadian Tire Motorsport Park on the Honda, where in one race I started the last lap in the lead and finished fourth. You learn a lot of detail things that will help you out in the future.”

From Honda 125, MacKay made the traditional step to the Suzuki SV650 twin, although that class was no longer supported nationally. One strong season as an Amateur on a Kawasaki in Sport Bike convinced the “Mac Attack” crew to move to Pro for 2015.

“I think I was ready, even though I didn’t get an Amateur crown,” remembers MacKay. “The Pro Sport Bike category wasn’t as strong then as it is now, and I started to get reasonable results in my first year.”

MacKay’s climb has been steady, and during the abbreviated 2021 national tour he fought at the front with Seb Tremblay and Elliot Vieira, staging some epic fights.

“In 2022, Tremblay went to Superbike, but obviously we knew his lap times, his pace from the year before,” continues MacKay. “I could see I was at his pace; I had made another step. You start off looking for that podium, then the win, and of course the next step is the championship.”

2023 turned into a fight with Matt Simpson, and the season was rare in that there was very little drama between the two: “We’re pretty decent friends, and we keep it lighthearted.” IM

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

Many things

E

arlier this fall we were out for a trail ride in the forest that lies just to the west of my home. There were five of us and we were all shocked to find a smouldering but very much still alive campfire. Our concerns were inflated by the fact that our region of Ontario had not had rain in what seemed a very long time and this campfire posed a real threat not only to the forest it was left in but all the wooded acres around it. We were carrying water in our back packs and as we were dousing the remaining embers a young man and his two children arrived on the scene all mounted on an ATV. They were attired in running shoes, T-shirts and shorts, nary a helmet in sight. They had camped there overnight and realised the next morning that they did not have enough water to put out their fire, so they had headed home to fetch more. It obviously

46 Inside Motorcycles

had not crossed their minds that they might be arriving back to a growing fire that they would be ill equipped to deal with.

That young man got a dressing down from a rider in our group whose family owns the forest we ride in and I can only hope that his young sons learned a lesson that day about responsible camping. I hope also that they may be taught the value of proper riding gear.

While on the subject of safety, I invite you to gaze upon the photo that accompanies this month’s offering. This is an image of Dustin Brown celebrating his victory at the Flat Track Canada National Championship half mile at the Flamboro Ontario raceway.

When I first saw this photo I thought “Cool, a celebratory wheelie on the cool down lap, his next lap around he will carry the chequered flag.” Then I found out the true story and felt obliged to pass comment. The truth here is that Brown began his one wheeled exploit as he was coming out of turn four on his last lap and was in full flight towards the finish line where a referee and assistants, lap scorers, photographers and pit personnel were all gathered. The phrase “What could possibly go wrong?” came to mind. I saw Brown’s celebration as possibly premature and definitely dangerous. I was keen on getting an opinion from folks who had been close to the action, namely but not by name a Flat Track Canada official. “The crowd loved it,” was the first comment offered, quickly followed by “It’s going to look great on TV.” It was only after ex-

tended conversation with examples offered that it was admitted that this exuberance exhibited could very well end in disaster. It has happened in years past in road racing, bringing about a ban on finish line wheel stands. It seems to me FTC should consider such a safety proactive move.

Now for some lighter content. This fall I had the privilege to once again work with Pat Gonsalves at the 69th annual Promation Corduroy Enduro presented by GP Bikes.

The Cord, as it often referred to, is billed as Canada’s toughest off-road race and is exemplified by the footage captured by Bellistic films under the guidance of Mike Bell. The race has been won by one New Zealander, one Australian and coming into the 2022 event, 32 Canadians and 33 Americans. Tristan Hart tied things up last year with a brilliant performance in ‘22 and Tyler Medaglia moved Canada into the lead of all time Cord wins with an outstanding ride this past September. Hopefully this served as an incentive to the Canadian team headed to Argentina in November for the International Six Day Enduro.

I’ll reflect back to the opening paragraph of this column commenting on the warm and very dry conditions in Ontario this fall as this was the case all four days of this year’s Cord. Dust was very heavy near the compound area with the sand there turned into talcum powder hanging in the air for lengthy periods before a light breeze ushered it away. That light breeze was hampered in the wooded areas where the fine dust was like a thick fog. These conditions were inflated by the traffic created by the very well attended demo rides put on by Sherco, KTM. Beta, Yamaha and Husqvarna plus the battery powered bikes from Surron.

There was record turnout for this year’s event with over 600 entries and knowing that, I couldn’t help but think “I hope it doesn’t rain. I can’t imagine the trails with that many riders in wet conditions.” Some irony that this event that has so often been rain affected should experience these conditions this year. IM

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

Lets chat about motorcycles, sports and life talk with a collective of unique and entertaining guests.

Podcast is recorded monthly at the Grover Law Office Download the podcast from Spotify, YouTube, Apple, or other streaming services.

InsideMotorcycles.com 47

INSIDE TECH

By John Sharrard

engine design and fuel economy

In this issue of Inside Tech, let’s look at how engine design can have an effect on the fuel economy and efficiency of our daily rides. At the bike purchase phase, we must make some basic decisions if fuel economy is very important to us or not. Not only the type of riding we do, but where we do it will help us pick a style of bike and just as importantly, its displacement. If we are heading out on the major highways with triple digit speed limits, we need a bike with at least some modest displacement to do those speeds at low rpm, but if we never leave the downtown core, a lighter bike with a smaller engine will yield better economy. But why is this?

Isn’t a smaller displacement bike always going to be better on fuel? Well, yes, and no. A bike with a small engine screaming held wide open at redline just to do the speed limit is not very efficient, nor will it last forever, and a big heavy bike won’t be efficient if you are constantly going from stoplight to stoplight.

Every internal combustion engine will have what we call a peak torque rpm. This is a designed-in engine operating rpm where the bike produces the most power. Basically, it is an rpm where everything is just right and the engine is the strongest. Torque is often confused with horsepower, but they are different. Torque is a measurement of the work an engine can produce, whereas horsepower takes into account the engine’s 48 Inside Motorcycles

rpm as well. But, let’s keep it simple as the torque/horsepower discussion could fill a book let alone a tech column, so let’s just agree on the reality that an internal combustion engine will have an rpm where it is the strongest and most efficient. The gears in our transmission allow us to widen this narrow efficiency band out so we can operate the bike at various speeds with a decent amount of acceleration.

We have all felt the dreaded bog-and-soggy acceleration sensation when the engine rpm is too low for a particular road or trail speed. When this occurs, we can choose to downshift a gear or two, which immediately increases the rpm, or, if rapid acceleration isn’t important at that moment, we can just stay in this too tall of a gear and wait it out. Eventually, if we hold the throttle open, the bike will start to approach its peak torque rpm and acceleration starts to become very rapid indeed and we feel the bars pull on our arms and the front wheel becomes light if we don’t modulate the throttle closed a bit to reduce the torque or power. Then, if we don’t shift gears to keep the engine around peak torque, the rpm will continue to climb and the engine will now be above its peak torque rpm and the power quickly falls off usually before the engine engages its rev limiter and immediately stops accelerating as the limiter holds it at that maximum rpm. The rev limiter is an electronically modulated device designed to protect the engine parts from getting above a

certain safety threshold. Rev limiters can retard ignition timing, cut spark from one or more cylinders, or if equipped, it can close the throttle directly to slow the engine’s rpm ensuring you have some working parts to get back home.

So, what determines an engine’s peak torque? Well, first off, the displacement of the engine comes into play. An engine’s displacement is a function of its bore and stroke times the number of cylinders it has. Basically, the larger the bore (or piston diameter), the higher the force downward on it after the fuel ignites.

The longer the stroke, the more work that can be extracted as it rotates the crankshaft, and then the number of cylinders in the engine gives the final displacement.

The next factor that affects the torque is the compression ratio of the engine. A higher compression ratio means that more fuel is compressed as the piston rises, increasing the density of the mixture presented to the spark plug. The denser the charge, the more pressure that will be applied downward on the piston, which increases the torque. Those are what I would call the true hard parts or the foundation of an engine that give it the basic power structure. Now, it’s the detail parts that affect at what rpm the engine will be the strongest are as, such as the ignition timing. When, in terms of crankshaft rotation, we actually fire the spark plug will have a huge effect on the rpm when the engine is most efficient. Spark it late and the engine will make good low rpm power, but as the revs climb, the spark has to occur sooner or the ignited fuel will just follow the piston down and not really push it down, causing a drop in power. A ‘smart’ ECU will move the ignition timing around, changing it as the rpm changes to try to widen that efficiency sweet spot.

Next is the size, length and design of the intake and exhaust ports and their extensions. The intake port length and diameter have a huge effect on the peak torque rpm of a particular engine. A larger diameter port is needed for high rpm power, but will not fill the combustion chamber efficiently at low rpm, whereas a smaller port helps keep the intake velocity high to fill the cylinder quickly at low rpm, but won’t be able to keep up at high rpm, starving the engine as it tries to rev up, so a compromise is usually struck based on the intended use of the engine. Clever systems in the airbox can change the intake port length as the rpm changes, but once inside the aluminum cylinder head, the architecture is pretty fixed.

On the exhaust side, the length of the primary and secondary sections of the exhaust pipe affect what is called reversion. This theory discusses the negative pressure wave that bounces back inside the exhaust pipe to the combustion chamber after every power pulse the engine produces. When the pipe is designed properly, this negative pulse arrives back at the exhaust valve at the desired peak torque rpm and actually helps to ‘pull’ fresh charge through the motor, modestly increasing the fuel density just before the exhaust valve shuts, therefore increasing the torque slightly. Another device, out for about 25 years now, is an exhaust valve installed into the exhaust pipe that will open and close at particular rpm, tricking the motor into thinking it has two different length exhaust systems installed, therefore giving the engine usually two rpm where the pipe is ‘in phase’ rather than just one rpm. This along with the variable length intake system makes the peak torque band much wider than a similar engine without these systems.

Engines, such as Royal Enfield’s 350 cc single-cylinder (above) or Harley-Davidson’s all-new Milwaukee-Eight VVT 121 V-twin (opposite page), are each uniquely created to reflect the motorcycle’s intended use and specific requirements, including fuel efficiency.

The last piece of the puzzle in a four-stroke engine that affects which rpm it is the strongest is the timing and operation of the valves in the cylinder head. The valves, usually one or two intake and one or two exhaust, open at just the right time to permit fresh fuel in on one side and then the burnt exhaust gases, at just the right time, out the other side and into the exhaust system. The camshafts determine how quickly the valves open and shut, how far they open and how long they are open for, giving the engine it’s power curve. The cam timing allows movement of these cams around to help optimize the power width and strength, all tied into at which rpm all this is the strongest.

Circling back to the fuel economy of this engine, we must discuss the air/gas ratio as well, as this is something the average rider can tune. Engine tuners will find peak power is found closely to the slightly rich mixture of 12.8 parts of air to 1 part fuel, or 12.8:1. However, peak fuel economy is realized at mixtures much leaner than this, closer to 14:1. OEMs must compromise here to keep the motor lean to meet emission targets, yet provide good power and modest engine temperatures as well.

This carefully designed and tuned engine is then made bigger if you are aiming for the high-speed roads or made smaller if you are buzzing around the city. The final drive gearing (usually your chain and sprockets) is selected to hopefully match the peak torque to your most common daily average speed. Remember, you can often change the sprockets to change the final gearing to better suit your needs. Suspension is selected for your imagined roads, and amenities are added for comfort or removed to save cost. Hopefully the bike is as light as possible which saves fuel every time you accelerate, and saves brake pads every time you slow down. If the bike is designed for higher speed, hopefully aerodynamics were considered if the retail price point permits. Then the rest is up to you! Keep the chain lubricated, make sure the brakes aren’t dragging from lack of maintenance, keep the tires pressurized properly and accelerate with modesty to avoid wasting fuel unnecessarily.

Hopefully we have given you some insight and appreciation for what compromises and decisions get made when bikes are produced so that you can make intelligent choices for your next bike… And not just buy the red one! Till next time, stay safe. IM InsideMotorcycles.com 49

Bridgestone CSBK on the Move

Describing the last few years of CSBK history as a roller coaster ride would be an accurate reflection of the highs and lows that the series has experienced since 2019.

Coming off the 2019 season, the future of CSBK looked bright, with newly crowned Superbike champion Ben Young sitting atop one of the most competitive grids in recent memory, solid support from title sponsor Mopar and a six-round series scheduled for 2020 to celebrate the 40th anniversary of Canada’s national Superbike championship.

Fast forward to the early days of 2020, and the appearance of a little know virus that would go on to dominate every aspect of dayto-day life for the next two years left series organizers scrambling to rework schedules and logistics. Coinciding with this unprecedented global pandemic, the sudden departure Ben Young picked up his third national Superbike title in 2023. of CSBK title sponsor Mopar after eight years PHOTO: ROB O’BRIEN/CSBK. added to the challenges faced by Colin Fraser and the team charged with keeping the national series on track.

Looking past all of these challenges, a revised two-round, four-race series was ultimately formulated for 2020 following the cancellation several planned races. At the end of the season, Jordan Szoke would pick up his 14th Superbike title, with defending champ Ben Young choosing to sit out the 2020 season.

Amidst ongoing health restrictions, a three-round seven-race schedule in 2021, acted as the spotlight for the arrival of young gun Alex Dumas, following his successful championship campaigns in MotoAmerica. Dumas would go on to dominate the 2021 Superbike podiums alongside Young, Szoke and veteran racer Trevor Daley, en route to Dumas becoming the youngest Superbike champion in CSBK history.

The 2022 season saw the CSBK grid without Jordan Szoke for the first time since 1996 following the fan favourite’s crash in a motocross press event for Kawasaki. In Szoke’s absence, Young and Dumas once again dominated the Pro Superbike class, with the two being the only racers to occupy the top podium step during the four-round, nine-race season, with Young ultimately securing his second CSBK crown.

Where the previous years had been full of challenges, the arrival of the 2023 season was carried in on the wave of positive news. The conclusion of the 2022 season also saw the arrival of new series title sponsor Bridgestone, which also assumed the role of exclusive tire supplier to the series. The return of a title sponsor was followed by additional sponsorship announcements including Economy Lube and Tire, Surron Canada, Fast Riding School, Apex Cycle, Scorpion EXO, Bickle Racing and BS Battery all signing on for the 2023 season.

The 2023 season also saw the addition of the new Bickle Racing Pro Twins class, targeted at developing a cost-effective mid-level racing platform. Adding to the excitement of the 2023 season, Jordan Szoke returned to the grid after a year absence.

With Young and Dumas once again dominFourteen-time national Superbike champion Jordan Szoke returned to action in 2023. ating the winner’s circle, the 2023 Pro SuperPHOTO: ROB O’BRIEN/CBSK.

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bike series will go down in CSBK history as one of the closest contested championships ever, with Young ultimately picking up his third title. The quality of racing extended throughout the paddock with David MacKay besting Matt Simpson and Sebastien Tremblay to take home the Liqui Moly Pro Sport Bike championship, Maverick Cyr picking up both the Aim Insurance Amateur Superbike and Scorpion EXO Amateur Sport Bike titles, Andrew Van Winkle picking up the inaugural Bickle Racing Pro Twins championship, Stacey Nesbitt winning the EBC Brakes Pro Lightweight Pro title and Vincent Wilson taking the Lightweight Amateur championship.

The 2023 season made news on other fronts as well, with the cancellation of the third round at Atlantic Motorsport Park in Shubenacadie, NS following the flooding that occurred early in the race weekend, making access and exit from the track impossible and 2023 Liqui Moly Pro Sport Bike Champion David MacKay. PHOTO: ROB O’BRIEN/CSBK. ultimately damaging the track as well.

The other major change impacting the CSBK series in 2023 was the announcement that Colin Fraser, series founder and long-time driving force behind motorcycle road racing in Canada, had sold his Professional Motorsports Productions company – operator of the series – to Ross Millson. Fraser, who will remain involved as a producer of the television coverage, believes this transaction will ensure the continued growth of the series. “I am happy that we have reached a deal to have Ross continue the development of our CSBK, it is a real challenge to run a national championship, and he understands all the elements involved. We have made some big steps recently that I believe we have put CSBK on a solid footing moving forward.”

Former Pro racer Millson, who has been involved behind the scenes with CSBK since 2015, has wasted no time in taking the helm of the series’ 43-year-old legacy, already moving towards his stated goals of expanding the series and its television coverage with announcements of a return to Western Canada with a scheduled round at Rad Torque Raceway in Edmonton and a full 24 episode schedule on TSN and RDS for 2024.

In other 2024 news, Canadian Kawasaki The Kawasaki Ninja ZX-4RR Cup joins the CSBK series for 2024.

Motors have announced the creation of a new PHOTO COURTESY OF CANADIAN KAWASAKI MOTORS. spec class to join the CSBK series next season.

The Kawasaki Ninja ZX-4RR Cup will feature the brand’s high-revving four-cylinder 399 cc sport bike subject to allowable modifications that will be announced with the official rules in the near future. Open to both Pro and Amateur racers, the new class represents the first Kawasaki spec class since the brand’s Ninja 300 Cup in 2015.

Despite facing the types of challenges that have forced other series to cease operations, the team behind the CSBK as well as the racers out on the track have prevailed to offer a product and a series that is stronger than ever and poised to take advantage of everything that the future has to offer.

For more information on the Bridgestone CSBK series including the 2024 schedule, latest news, racer profiles and competitor information visit www.csbk.ca. IM InsideMotorcycles.com 51

MotoGP 2023 Season Finale: Pecco Seals the Deal

Story and photos by Colin Fraser The final round of the 2023 MotoGP World Championship at Valencia, Spain was billed as a battle between the reigning World Champion Pecco Bagnaia’ s works Lenovo Ducati and the upstart Prima Pramac entry of Spain’s Jorge Martin. Martin won Saturday’s Tissot Sprint race in impressive style, knocking the points gap between the title contenders down to just 14 with Sunday’s feature round left to go.

If Martin won and Bagnaia was fifth on Sunday over 27 laps, the two would be tied in points, with the deciding factor main race wins, and the title would be Bagnaia’s.

Although Bagnaia was fifth on Saturday, he was comfortable that the choice of a too-hard rear Michelin compared to the pace setters would inform his decision for the main event. This proved to be true, pole starter Bagnaia jumping out front from the start lights with Martin right on his tail from the second row.

Martin, frustrated by a rear Michelin issue at the previous round seven days earlier in Qatar, soon ran wide in turn one while slipstreaming the leader, clipping Bagnaia and then dropping back to eighth.

From there the aggressive Martin got into a dispute with local hero Marc Marquez on the works Repsol Honda. Martin hit the rear of Marquez twice in the same turn, taking the two crowd favourites out of the race (Marquez was sent flying and was lucky not to be hurt) Italian Marshals celebrate Francesco “Pecco” Bagnaia’s Valencia victory and second consecutive world and ending any drama over the championship crown with the works Lenovo Ducati Desmosedici squad – note the gold helmet.

2023 championship. Martin blamed Marquez for the incident, a view not supported by the video.

Martin’s Cinderella 2023 story was over, and he was shown crying in his pit box, surrounded by admirers from Ducati and series owners Dorna. The story goes that, if Martin had won, his contract specified that he would move to the factory Ducati team with No. 1 plate for 2024.

This was also a bitter pill for Marquez, in his final career race for the works HRC team after an amazing ten year mostly success story, now joining his brother Alex in a satellite Ducati effort with Gresini next season – starting at the upcoming traditional post-season test at the same venue.

Meanwhile, Bagnaia was under pressure from Brad Binder on the KTM, looking for his first win of the season. Binder got by, and was soon tailed by Red Bull teammate Jack Miller, and suddenly a KTM one-two seemed on the cards. But Binder ran wide in turn 11 and rejoined in sixth, while Miller took the point (did Pecco opt to let him by?), only to crash shortly thereafter.

Binder was in the wars, getting a penalty for passing under waved flag, and involved in a few other incidents, too. He would eventually work back up to net a reasonable fourth.

Bagnaia, so nervous while edging Yamaha’s Fabio Quartararo for the crown in a tense 2022 final race in Valencia, was back out front under pressure from the Gresini Ducati of Fabio Di Giannantonio. This was a big story of the last couple of months on the MotoGP tour, since Di Giannantonio does not have a confirmed ride for next season – although rumours the week of Valencia suggest he will join the Mooney backed Ducati effort owned by Valentino Rossi.

Also in the fight for first was Johann Zarco, once again showing great race pace on the other Pramac Ducati. At the finish, Bagnaia held off the concerted efforts of Di Giannantonio, with Zarco third from Binder and the impressive Cryptodata RNF satellite Aprilia of Raul Fernadez – who held off the best efforts of Alex Marquez on the second Gresini bike, having survived an attack from Binder.

Post race, Di Giannantonio was penalized for registering tire data beyond the specified norms, dropping him to fourth, moving Binder back to the podium behind new runner-up Zarco. For the last few races, it was expected there would be some enforcement of the controversial tire rule, but most insiders expected Martin to get the hook.

52 Inside Motorcycles

“I feel incredible,” explained victor Pecco after celebrating his second-consecutive title, a feat matched by 13 others in the history of MotoGP. “I feel the top level of happiness, nothing ever like this. The thing is, I am so happy as well because I won the race too!

“With five laps to go I started to get a cold feeling with the bike (tire issues?), and I was very scared because of my front tire choice, the hard. It was not an easy day because I was often under pressure.”

Bagnaia confirmed that the sense of pressure was different than what he experienced the season before in his gripping campaign against Quartararo and Yamaha.

“Last year Fabio started really well,” started the 2024 No. 1 plate holder, “but as soon as I started to win, he was in more trouble. He was fast, he is super fast, but his bike was not giving him the possibility to fight with me. We were in a different situation.

“Then with Jorge, after Barcelona he was with much more confidence every weekend, and he was difficult to stop. Then I crashed in India when I was in front of him so for sure that was a plus for him.”

Continuing the theme of his late season championship fight with fellow Ducati pilot Martin, Pecco concluded that “sharing data is useful but stressful sometimes.”

Di Giannantonio explained that “in the middle of the race I was struggling a lot, and it was maybe not how I expected. But then I started to get a good rhythm, started smelling the victory.

I came up really fast on the front group of Pecco and Johann.

“On the last lap I tried everything, but Pecco is the world champion for this. He was using his defensive lines, and he was better than me.” IM Raul Fernandez on the Cryptodata Aprilia netted a strong fifth, here leading eventual faller Enea Bastianini’s works Ducati and the seventh placed factory Yamaha of Franco Morbidelli.

Canada at the FIM MiniGP World Championship A multi-year effort by Canadian Motorcycle Hall of Fame member Toni Sharpless and a dedicated team of volunteers reached its goal of bringing Canadian racers to the global stage this November when FIM MiniGP Canada Series 2023 Champion Michael Galvis and runner-up Benjamin Hardwick arrived in Valencia, Spain for the FIM MotoGP World Championship.

Both Canadians achieved the required time to advance to the two qualifying races where the top two finishers in race 1 and the winner of race 2 would move onto the finals. The challenge was daunting, but each put in maximum effort with their best performances of the event, with Galvis recording two top-ten results and Hardwick finishing 12th and 14th.

Although the Canadian racers did not make it to the 20 racer finale, the experience gained by these young racers as well as the organizers and support crew will undoubtedly ensure that Canada will continue to be represented at the FIM MiniGP World Championships for years to come. IM InsideMotorcycles.com 53

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I N S I D E F E AT U R E | R A C E R P R O F I L E

D E R A E F L F C O E K A T R FO

Phil DeGama-Blanchet

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t just 15 years of age, Calgary’s Phil DeGama-Blanchet has emerged as the latest name to watch for in Canadian motorcycle road racing after bursting onto the national scene in 2023. With multiple CSBK podium finishes including a win in the final Amateur Superbike race of the season, this young gun served notice that he will be a force to be reckoned with in the coming years. Inside Motorcycles sat down with Phil to talk about his career to date, moving up to the CSBK and his plans moving forward.

Inside Motorcycles: Let’s start out with your background with motorcycles and the beginning of this journey.

Phil DeGama-Blanchet: My background and passion for motorcycles really stems from my dad. He’s been riding motorcycles for over 40 years. In 2010 he started racing regional events with the CMRA at Race City Motorsports Park, I was only two years old at the time, so I only accompanied him to the track once.

Unfortunately, the track closed in 2011, leaving my dad with nowhere close by to race.

All the way through my early childhood there were motorcycles around me. I had motorcycle hats, figurines, toys and my dad would frequently ride his Ducati on the street; however, 56 Inside Motorcycles

PHOTO BY PATRICK LAMBIE.

BY PATRICK LAMBIE

I never rode a motorcycle myself until early 2017. There was a booth at the Calgary Motorcycle Show, with Yamaha PW50s for kids to ride, their power was severely limited, of course. They suited me up in some old motocross gear and I hopped on and got my first taste of the passion that defines me.

It was later in the year, around June, and my dad told me to get in the car. He didn’t tell me where we were going but assured me I was going to love it. He brought me to Strathmore Motorsports Park (called North Star Raceway at the time) in Strathmore, AB, where the Alberta Mini Roadracing Association (AMRA) ran their events. I started riding on a Suzuki DR-Z70.

Me and a couple other kids were suited up and brought to an unpaved, dirt section of the parking lot to learn the controls. I was shown the throttle, and immediately gunned it. I panicked and froze up, crashing into a trash can. However, I was undeterred. Eventually, I figured out the basics and was allowed on track. I did some track days and improved but I fractured my wrist in a crash a couple short weeks after. However, I was obsessed, and I shifted my focus to returning for the 2018 season.

IM: You started mini road racing in 2017 at the age of nine? For many parents sending their child out on to a racetrack at that

A move up to the CSBK ranks meant learning a larger and much faster bike.

PHOTO: BY CHRISTIAAN APPELMAN.

The final race of the CSBK 2023 season saw Degama-Blanchet arrive on the top step of the Amateur Superbike podium. PHOTO BY AMY ROSS.

Degama-Blanchet preparing for his second NATC season prior to the series cancellation. PHOTO BY PATRICK LAMBIE.

age may be frightening. What advice would you offer to them?

PDB: Yes, I did start mini road racing at the age of 9 in 2017. I still look back on that fracture as one of the unluckiest injuries of my career so far. I had never seen someone injure themselves like that on a 70 cc minibike, and I haven’t seen it since. It really isn’t that dangerous, it’s much safer than letting them come for a ride on the street with you. It’s a very controlled environment. If they crash, there is always someone there to help. Never hold your kids back from their passions due to your own concern for them.

IM: What are some of the highlights from your time in mini road racing?

PDB: Winning the JR MacRae fall endurance race with Torin Collins, racing against him on 65 cc two-stroke motards and racing with the people and community in BC with the Pacific Coast Mini Roadracing Club (PCMRC) were the big highlights.

InsideMotorcycles.com 57

Following a successful 2023 CSBK campaign, Degama-Blanchet has his sights set on a move into the Pro ranks for 2024. PHOTO BY AMY ROSS.

IM: Looking back how did the experience of mini road racing in your first years of competing help prepare you for the level of racing you have entered in 2023?

PDB: Mini road racing definitely helped me build my fundamentals in a safe environment. I’m very grateful I got to start so early, and that I could build those foundations before a lot of my competitors did. The aspect of fine bike control and finesse is one of the most prevalent examples of how much minis have helped me. I haven’t crashed on the 600 at any point this year, and I’ve had a lot of saves which I don’t think would have been possible without the sheer volume of practice I had on bikes that required me to save the front end every couple of corners.

IM: 2022 saw you competing in the FIM Road to MotoGP North America Talent Cup. What was that experience like?

PDB: 2022 was a huge step for me. It was my first time stepping away from kart tracks and minibikes, and up to full size tracks and 250 cc bikes. The learning curve was monumental, and I was not used to the speed. It was a very challenging year at times, but the highlights were definitely going to race at Circuit of The Americas on the MotoGP weekend, that was a once in a lifetime experience, finishing 6th at The Ridge Motorsports Park and the museum at Barber Motorsports Park.

IM: With NATC and now CSBK, you experienced a lot of tracks for the first time. How do you prepare to race a new track and what advice can you offer when it comes to learning a new track?

PDB: I used to really struggle with learning new tracks, and I’ve learned that nothing external can truly prepare you for actually 58 Inside Motorcycles

riding a track. However, I do have a routine I go through whenever I’m going to a track that’s new to me. For one to two weeks before I arrive I will religiously study on-board footage and track maps of the track. If I can find a virtual version of the racetrack in Assetto Corsa, I’ll drive it in the game to attempt to learn my surroundings. Once I am at the track, after every session I will draw the track in a notebook, and write my markers and references down, as well as things I need to improve on. I will review these notes for a couple minutes before I go out for every session.

IM: The cancellation of the 2023 NATC saw a new door open for you with CSBK, where you competed in both Amateur Sport Bike and Amateur Superbike. How did you prepare for what has to be a major jump, not only in the size of bike but also the speed of the races?

PDB: I did two track days at Area 27 Motorsports Park, and then we hopped on a flight to Shannonville! Jumping from 250s to 600s was a tremendous challenge. It took me until the Friday of my first national race weekend with CSBK to get totally used to the speed and acceleration. For my first couple sessions at Area 27 the sheer velocity had me yelling in my helmet. Beyond the pure speed of the bike, I was used to hustling super lightweight machines weighing about 250 pounds; the 600s weight almost 400 pounds. My fitness was not where it needed to be and I was completely exhausted after the race weekend at Shannonville.

IM: What are some of the highlights of your first year in CSBK? PDB: The big ones were the first podium at Grand Bend Motorplex early in the season, and then the entire final weekend at

WWW.DP-BRAKES.COM

PHOTO BY AMY ROSS.

The FIRST..

The BEST..

The LEADER..

Shannonville Motorsport Park. The previous weekend at Canadian Tire Motorsport Park was extremely challenging. Bouncing back to four podiums (3rd, 3rd, 2nd and 1st.) was euphoric. Not only that but winning a national race on my last chance was an amazing feeling. Doing a victory lap with the checkered flag is a feeling that I have yet to experience from anything else.

IM: Do you think competing at the CSBK level at the age of just 15 is an advantage or a disadvantage?

PDB: I think It’s a huge advantage. Being able to start so early and gather experience and track knowledge at such a young age gives me a boatload of opportunities and potential for the future. I’m really glad I moved to this series at such a young age.

IM: Tell us about your plans for the 2024 season and beyond.

PDB: We’re moving to the Pro classes in CSBK for next year, my aim is for a top five overall finish, maybe to win a race or two. The end goal for right now would be a move to race in MotoAmerica, but that is still quite far off. Those American guys are fast! When I think I can compete with them, and it’s worth the investment, we will try to make it happen.

IM: Who are some the racers who you look up to?

PDB: I really look up to Torin Collins and Brett McCormick. Torin has been my mentor since almost day 1 and is an amazing friend even outside of racing. He has taught me a good portion of what I know about racing, I really wouldn’t be where I am now without him. He works incredibly hard to compete with the best Juniors in the world in the FIM JuniorGP World Championship. Its seriously inspiring.

I admire Brett for the way he put Canada on the map in his season in Europe in 2012, even though it was cut short, he proved that there is a route to international competition from CSBK. He is the only rider to have ever beaten Jordan Szoke in his prime, with Szoke still riding the full season.

IM: Racing is an expensive proposition that requires support and sponsorship. Who are the individuals and companies that you would like to thank?

PDB: There are so many amazing people that have helped me on this insane journey, I’ll try to thank everyone here but I might miss a few: Willie and Nadine Vass, Area 27 Motorsports Park, Rocky Mountain Motorsports Park, Pixel Imaging, Michele from Eurorace Canada, Lock’s Pharmacy, Steve Reed, Torin and Rupert Collins, Hardnox Track Dayz, KYT Helmet, Jack Carter Powersports South, Mackenzie and Mike Weil, John from Bragg Creek Powersports, LRX Performance, Ryan Taylor, Justin Knapik from OnTrackPerformance, Sam, Kaylan, Noah, Cooper, my dad for everything he’s done over the years, and my mom for always supporting me. IM

Trevor Dion

2022 CSBK Pro Sport Bike Champion

In Sintered Braking Technology.

CAN-AM 250 CC ROAD RACER Vickie Fournier’s One-Off Machine

T

his year marks the 50th anniversary of Canada’s pioneer motorcycle manufacturer Can-Am, a division of Bombardier Recreational Products (BRP). Can-Am began the development of off-road competition machines in 1972 using advanced two-stroke engines built by Rotax, then owned by BRP. Can-Am was soon contesting local dirt bike events in Quebec with prototype machines. Their first production machines appeared in May of 1973. Those were air-cooled two-stroke machines of advanced design for motocross (MX) and enduro (T’NT) competition, with 125 cc and 175 cc versions of each made available.

Can-Am were quick to establish their competition presence with Robert Barker setting a new 125 cc Bonneville land speed record of 219.9 km/h (135.57 mph) on a modified Can-Am in 1973. That same year Can-Am riders Bob Fisher, Eric Nielsen and Jeff Smith won gold, silver and bronze medals in the International Six Days Trial (ISDT) with their Can-Am 175 MX against all comers.

60 Inside Motorcycles

The following year Can-Am team riders Gary Jones, Marty Tripes and Jimmy Ellis finished first, second and third in the 1974 AMA 250 cc national motocross championship racing CanAm 250 MX prototype machines.

In 1975 Jimmy Ellis achieved even greater success by winning all three rounds of the Yamaha Super Series of Motocross and also the Superbowl of Motocross event held at the Los Angeles Coliseum. Ellis went on to win the ten-race Trans-AMA 250 cc Support Class Crown that year with fellow Can-Am racers Mike Runyard and Burt Murphy finishing second and fourth.

Other off-road successes would follow as Can-Am continued to upgrade the performance of their two-stroke competition bikes. Can-Am’s five-speed 250 T’NT street enduro was then one of the fastest accelerating 250 cc bikes on the market hitting 137 km/h (85 mph) in fifth gear in the quarter mile with a 15 second ET. In 1983 production of Can-Am motorcycles was transferred to the British Armstrong/CCM concern, which continued to

produce Can-Ams until 1987 when production was suspended.

During that period Armstrong offered a 250 cc GP production road racer badged as a Can-Am. It was powered by a longitudinal two-stroke Rotax twin-cylinder engine fitted with rotary valves and water-cooling. That machine was Can-Am’s only production 250 road racer.

It’s worth noting that back in July of 1976 Rotax had released a detailed technical bulletin explaining how to increase the performance of the various Can-Am two-stroke dirt bike engines. That bulletin can be seen in full on the Can-Am website at www.canned-ham.com The bulletin prompted a number of racers to convert their high-powered oil-injected rotary valve motocross bikes into a road racer.

The Can-Am road racer that is the focus of this column, which I first spotted several years ago at CTMP, is powered by just such a modified 74 x 57.5 mm rotary valve engine. The bike is raced by VRRA rider Vickie Fournier whose spouse Alain, a total Can-Am enthusiast, came up with the idea to build the bike, a project that took about four years to complete.

Vickie’s engine started out as a 250 T’NT enduro unit. It was modified according to the directions provided in the Rotax bulletin by Quebec two-stroke guru and racing engine builder Rene Trepanier. Rene is a machinist and tool maker with 30 years experience including building racing engines for snowmobiles, chainsaws and motorcycles.

Such transformational builds are very complex involving a myriad of technical challenges. Rene estimates that he put up to as much as 150 hours of work into the engine build and tuning.

This doesn’t include other chunks of time trying to figure how to complete various tasks required in drawing, designing and machining existing parts, making jigs, other various bits, and so on.

He says that the job wouldn’t have been as difficult had the engine been water-cooled. Air-cooled engines are more sensitive to air temperature changes. Having the Rotax bulletin was definitely helpful, but technology and dirt bikes have moved on quite a bit since 1976. Needless to say, there are big differences between setting up a two-stroke single for road racing as opposed to motocross. Changes in porting, compression ratio, jetting, ignition timing, the switch to larger engine side-case mounted carburation and the fabrication of a custom-made expansion chamber all contribute to the complexity of such engine builds. You are looking for increased high rpm horsepower, but you also need reliability. In addition to the engine modifications, the addition of a Magura hydraulic clutch and fitting a 34 mm Mikuni carb, Rene also added an MSD programable CDI ignition. The finished engine develops an estimated 50 horsepower, a huge increase over stock.

The chassis for the Can-Am racer is based on a standard 1974 MX2 250 frame made out of chrome-moly steel. Alain made extensive modifications to the frame. This included cutting and welding the upper MX frame in order to lower its rear tail section. Alain also welded the brackets for the rear-set foot controls, the front fairing and the bike’s steering damper, exhaust system, seat, etc.

The bike’s front end has the original Betor adjustable triple trees which allows the fork angle to be varied from 25 to 31 degrees. The front 35 mm fork tubes are off a Yamaha XS650, while the front wheel hub is off an RD350 Yamaha. The rear swingarm is fitted with bearing pivots and utilizes a custom-fit-

The 250 cc Can-Am road racer featured above as well as on the opposite and following pages is a replica of the 250 cc GP machine created

by British manufacturer Armstrong CCM in the 1980s and marketed in North America under the Can-Am banner. Raced by Vickie Fournier in the VRRA, the motorcycle weighs in at just 100 kg (220 lb) and is capable of producing 50 horsepower.

InsideMotorcycles.com 61

ted Talon rear alloy hub. Twin Betor gas shocks provide the rear suspension. The bike rolls on 18-inch Excel alloy rims shod with Continental Classic Attack racing tires. Both front and rear disc brake calipers are Brembo single piston units and provide strong, but controllable braking.

The TZ replica steel fuel tank and solo racing seat are custom-made pieces, while the small top fairing is a much cut down Nicky Hayden Honda RS125 item. The complete bike is both very slim and very light weighing only about 100 kg (220 lb). Vickie gears it for 201 km/h (125 mph) when racing it at CTMP.

62 Inside Motorcycles

Initially Vickie found her powerful 250 Can-Am to be quite brutal and its vibration to be intimidating. Gradually over two seasons, however, she has tamed the bucking bronco and now enjoys its sharp handling, strong braking and 50 horsepower.

Vickie keeps the bike on the boil in the 7,000 to 8,200 rpm range which is sufficient to get the better of more than a few 350 cc machines.

One of Vickie’s more memorable rides was at last year’s VRRA Summer Festival where she finished 4th in the P2 Lightweight race chasing after vintage racers Dave Roper and Stan Nicholson, two very fast gentlemen. IM

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