Tuesday, October 30, 2012

ance Parts | Forced Retirement? | Wheelspin

Aftermarket Performance Parts | Forced Retirement? | Wheelspin

Although more and more older sportbikes are seeing a second life, there’s a big problem: No one makes performance parts for them anymore

From the September, 2012 issue of Sport Rider

By Kent Kunitsugu

With the economy just beginning to climb its way out of the depression that has seriously affected the motorcycle industry, many more riders are still looking at keeping their older sportbikes rather than trade up to the latest and greatest machines. Yes, upgrading to a new bike certainly pays dividends in more ways than just the pride of showing off your shiny new steed; but most bike owners are a society of tinkerers who love working on and modifying their motorcycles, either for more performance or just individualism. With the purse strings tightened, we’re seeing more and more older machines out on the road, given new life instead of ending up collecting dust in the back corner of someone’s garage — or worse, in a salvage yard.

Unfortunately, that revival has also revealed a problem when it comes to modifying/upgrading those older machines: Unless you own a bike that was extremely popular in its time or one that hasn’t changed much in a decade, your chances of finding aftermarket parts is becoming about as slim as your wallet’s current thickness.

Even something as seemingly generic as an aftermarket exhaust can be a frustratingly futile search for many bikes that you’d think would still be in demand. Note that I’m not talking about classic sportbikes from the ‘70s or ‘80s — I’m talking about many bikes from as recent as 2000. And think about the main weakness of the earlier bikes…the suspension. If you’ve got a bike more than 15 years old, good luck finding an aftermarket shock unless you get lucky with online classifieds…and many aftermarket suspension specialists won’t modify the stock units because of their primitive construction

, forcing you to pony up for a custom unit.

Granted, there’s a law of economics that dictates why those parts are no longer available. If there’s very little to no demand, then it doesn’t make much sense to spend the money to make or even stock those items. The motorcycle industry unfortunately doesn’t have the size or breadth of the automobile market, so the number of particular older models that have a substantial enough cult following for aftermarket manufacturers to continue producing parts for those bikes is rather small. The time, manpower, and money required to produce some parts in small quantities can be surprisingly enormous, making it financially foolish for a small aftermarket company to help satisfy a comparatively tiny enthusiast segment if it wants to stay in business in the current tough economy.

Part of the problem is also the quick turnaround/trade-in with bikes compared to automobiles. Unlike the average four-to-seven year new ownership life span of an automobile before it changes hands, motorcycles’ original ownership life spans are much shorter, as quick as two years. Add to that the difference in usage in this country — everyone feels they need and use an automobile for daily life, while a motorcycle is viewed as a recreational vehicle, so it often sits idle for long periods, especially after the first owner — and the demand for aftermarket parts drops precipitously after the bike’s year of introduction.

Even something as seemingly generic as an aftermarket exhaust can be a frustratingly futile search for many bikes that you’d think would still be in demand.

Interestingly, unlike the lack of hard parts, the tire companies have recognized that there are plenty of older sportbikes still being ridden, and that they will need fresh rubber sooner or later. Honda’s first generation CBR900RR is a perfect example; back when I had my original 1993 model, finding a suitable good, sticky front tire in 16-inch diameter was somewhat difficult because the move to 17-inch front wheels had already begun, and the CBR was the only sportbike with that size wheel. Luckily, Dunlop made a limited production run of 16-inch tires using the stock tread pattern but with the Sportmax compound and construction, but if you didn’t know about these tires or unless you made the switch to a 17-inch front (which required aftermarket triple clamps because of the Honda’s lack of trail), you were stuck with the stock rubber.

Now nearly all major tire companies produce and stock 16-inch tires in the latest high-performance profiles and compounds for the CBR900RR. And it’s not just the CBR’s 16-inch front tire; with the rapid advancement of tire technology, many older bikes that used narrower rims — and even some classic bikes with 18-inch wheels — now have tires with superior compounds and construction to choose from than anything available back in the day.

Perhaps modifications on an older bike’s engine and suspension should be left to those with the time and money to accomplish the task, as upgrading either can lead to more required tweaking of other parts. It’s just too bad there wasn’t an easier alternative.

Wednesday, October 24, 2012

Panama City Beach is in Hog Heaven

It is that time again, the annual fall Thunder Beach Motorcycle Rally has rolled into town and thousands of bikers have made their way to Panama City Beach.
Bikers from all across the country come for the free, long weekend event.
Many of them say, “If you don't understand this weekend, well, then you don't ride.”
The Haefer's rode their bike all the way from Wilson, New York.
It is their sixth year attending Thunder Beach.
“It's unbelievable, we have all kinds of fun here and meet great people,” they said. “Everyone's always friendly. It's an awesome time."
Like many bikers at the rally, they have been riding for years.
"I started 47 years ago,” said Ron Haefer. “She started about seven years ago.”
Ricky Steorts did not have to ride far to get to the rally, he lives here and works at Wicked Wheel.
“I began in 1969. I've had ever kind of motorcycle,” Steorts said. “I think there is to ride and I have a great passion for riding."
The rally and Panama City Beach will soon have an addition, a new Harley-Davidson.
Ground breaking will begin on Friday.

Harley-Davidson Museum® Unveils A Special Display: The Tsunami Motorcycle

Motorcycle displayed at owner's request as memorial to tsunami victims

Written by: Julie Koeul on October 24 2012 12:01 PM

HARLEY-DAVIDSON MUSEUM TSUNAMI MOTORCYCLE

MILWAUKEE, Oct. 24, 2012 /PRNewswire/ — Today the Harley-Davidson Museum unveils a special display featuring Ikuo Yokoyama’s Harley-Davidson® motorcycle that drifted for more than a year across the Pacific Ocean following the tragic tsunami that devastated parts of northern Japan last year.
The 2004 Harley-Davidson FXSTB Softail Night Train, recovered off the coast of British Columbia by Peter Mark, is being displayed at Yokoyama’s request. He asked to have the motorcycle preserved in its current condition and displayed at the Harley-Davidson Museum as a memorial to those whose lives were lost or forever changed by the 2011 tsunami in Japan.
“We’re truly humbled to display Mr. Yokoyama’s motorcycle,” said Bill Davidson, Vice President of the Harley-Davidson Museum. “This motorcycle has an amazing story to tell, and we are honored to be able to share it.”
The remarkable story of the motorcycle’s survival and recovery made international headlines after Mark found it washed ashore on a remote beach on British Columbia’s Graham Island at low tide. He discovered the motorcycle, still bearing its Japanese license plate, in a container where the bike was being stored by Yokoyama.
Working with news agencies and representatives from Deeley Harley-Davidson Canada and Harley-Davidson Japan, contact was made with Yokoyama, who lost his home and currently lives in temporary housing in Miyagi Prefecture, Japan. Still struggling to rebuild his life in the aftermath of the disaster, Yokoyama declined Harley-Davidson’s offer to return the bike to him, although he was grateful for the offer and touched by the outpouring of support from Harley riders around the world.
The Harley-Davidson Museum is open daily from 10 a.m. – 6 p.m., with the exception of Thursday, when it is open until 8 p.m.
About the Harley-Davidson Museum
The Harley-Davidson Museum is located at 400 West Canal Street in Milwaukee and provides a glimpse of history and culture as you’ve never seen it before – through the lens of Harley-Davidson Motor Company. The Museum, a top destination in Milwaukee and the state of Wisconsin, is open year-round and attracts hundreds of thousands of visitors to the area each year. The 20-acre campus offers abundant and free parking, and includes Motor® Bar & Restaurant and The Shop. For more information on the Museum’s galleries, exhibits, special events, tickets and more, visit the new and improved h-dmuseum.com.

Categories: Events, News

Friday, October 19, 2012

Monday, June 20th, 2011 | Posted by Glynn

2010 Sportster “Forty-Eight”

It was a perfect fall day . . . not a cloud in the sky, with the temperature around 70 degrees. The colors of the trees were just reaching their peak, and the red maples wore their crimson red leaves with pride, and the full palette of fall was on display. And to make, matters even better, there was that feint sweet aroma of burning leaves all along the rural roads of Woodstock, Bull Valley, and Harvard. The only way to ruin a day as magnificent as this was to ride a Harley-Davidson Sportster “Forty-Eight”.
The Sportster “Forty-Eight” is one of Harley’s newest additions to the “Dark Custom” family, a group of factory customs that add some bling pieces, and give the engine the black-out treatment for additional attitude. You also get chopped fenders, side mounted license plate frame, low profile handlebars with the mirrors mounted below the bars, bullet holes on the fork brace and tank mount, a slammed rear suspension, and a “Peanut Tank”.
The “Forty-Eight” moniker refers to the year that the 2.1 gallon “Peanut Tank” was first used on a Harley. Forty-Eight should refer to the maximum amount of minutes a rider can spend on the bike before desperately wanting to get off the thing. And at least another forty-eight minutes before you’d want to drag you body back on it again.

Like all big bore Sportsters, the “Forty-Eight” uses Harley’s 1200 cc, fuel injected, air-cooled Evolution engine. Harley claims 79 ft. lbs. of torque @ 4000 rpm. But without a tachometer, you’ll just have to wait until you feel the power fall off. The engine has a nice torquey feel, and with its tall gearing, accelerates the porky 567 lb. motorcycle away from stops lights with ease. The penalty for that power, however comes in the form of vibration. Lots of vibration. Despite being rubber mounted, Sportsters are still paint shakers. Maybe Harley didn’t put a tachometer on the “Forty-Eight” because once you get past the mid rev range, your numb fingertips and toes will tell you it’s time to shift gears. One nice thing about the engine, however, is the sounds it makes coming out of the dual chrome slash cut mufflers.
The 5-speed transmission shifts with a palpable clunky mechanical feel and noise. Clutch pull is heavier than necessary and has an abrupt take up. Silky or smooth are not words that can be attributable to anything about this bike. While Harley has improved the transmissions operation on their Sportsters, they still have a long way to go before it compares to their Japanese or European competition.
The brakes were a mixed bag. Up front there is a single disc with twin piston calipers, and while the feel was inconsistent, the brakes did their job fairly well; some of that being attributed to the chubby MT90B 16 72H front tire, mated to a spoke wheel with blacked out rims. The rear brake, however, was not as easy to use. The single piston set up was easy to lock up, and hard to modulate.

The seat sits a low 26” off the pavement, which is obviously great for short legged riders like me. But in order to get that low seat height, Harley had to chop the dual shocks, leaving less than 2” of travel. And those two inches don’t offer much dampening over bumps, potholes, pavement cracks, or even just expansion joints. If you rolled over a dime with the rear wheel, you can probably tell if it heads or tails.
The riding position is fairly upright. Despite the compact nature of the bike, it can still be a bit of a stretch to reach the handlebars. The mirrors are mounted below the bars, like the Fat Boy Low I recently tested, and like the Fat Boy, they worked well, offering the rider a decent view of what is going on behind you. Unlike the Fat Boy Low which also had chopped the rear suspension travel, the Sportster’s ride is almost as punishing as riding a hard tail. The Fat Boy’s ride was merely stiff, yet very tolerable for long rides. And the “Forty-Eight” puts the foot pegs in a forward position, so you can’t even stand up a bit to let your legs absorb some of the shock when traveling over large bumps or railroad crossings. And the rider’s right leg will be in constant contact with the air cleaner cover, which is another irritant.
A few years back, when Harley revamped the Sportster line to rubber mount the engine, they set the bar low and still missed. With this “Forty-Eight”, they took a bad bike and made it worse by giving the bike almost no suspension travel, in the name of cool styling, which the “Forty Eight” has. It also has excellent fit and finish, like all Harley-Davidsons. But cool looks and fit and finish aren’t the primary traits most motorcycles strive for. Most motorcycles are made for the purpose of having fun riding them. And the Sportster line is supposed to be the sporty bikes as compared to the rest of Harley’s cruiser bikes. But with the suspension chopped and the seat so low, it means that there’s not a lot of lean angle to use when trying to get some sporty riding out of the bike. The pegs have pavement feelers, and those will be scraped down to the nubs in no time, and long before the bike should run out of clearance.
You’d think that they would have at least made the seat on the “Forty-Eight” comfortably plush in the hope of taking some of the burden off the suspension. But I think they just laminated some leather over a cinder block and bolted it on to the frame. Trust me, this seat will upset your junk more than any TSA airport screener will. Fortunately, it’s only a solo seat so there is no opportunity to cripple a passenger.

You may have read reviews of this bike that extol the virtues of the “Forty-Eight”. I’ve read them, too, and they are mostly found in magazines that blindly, genuflect over all things Harley, and rely on Harley and aftermarket Harley accessories for their ad dollars. Other magazines worry about offending their readers who may own Harley’s, so they play up the Harley heritage and sound much like the Harley advertising literature, and bury two sentences about the harsh ride, and seat, and cornering clearance, and make it sound like that’s part of the charm. Trust me, it ain’t charming.
Riding a motorcycle should be a pleasant activity . . . one to be enjoyed, not endured. I look at a gas stop as an annoyance to my riding gratification, not as welcomed relief to my suffering. Any other manufacturer would be ashamed to put their name on this bike.
All motorcycles have positives and negatives, with the positives far outweighing the negatives. The uncomfortable ergonomics on most sport bikes is far outweighed by the blistering power, performance, brakes, and handling. The lack of crisp handling and the heavy bulky weight of large cruisers are outweighed by the comfort they offer on the open road. Dual Sport adventure bikes are too tall for many riders, but they offer the benefits of both on-road prowess and off-road capability. The “Forty-Eight” only offers hot looks, attitude, and build quality, but have way too many negatives in the riding portion of the equation. If my hair was on fire, and I was being chased by a gang of outlaw bikers with buckets of gasoline, I’d rather jump on a bicycle to make my escape than the “Forty-Eight”.

I know I’ll get a lot of mail about this article, but before you run to your computer to fire off a heated missive and question my IQ, patriotism, or parentage, please keep this in mind. I have favorably reviewed dozens of Harley models. I would gladly welcome in my garage, current and past Road Kings, a Deuce, a Street Glide, a Fat Boy, V-Rod, and my favorite all-time Harley, the discontinued Heritage Springer complete with fringed saddlebags, seat and floorboards.. And it is perhaps because I enjoy so many Harley bikes that it irritates me even more that the Sportster line is so lame by comparison.
The “Forty-Eight” lists for $10,499 in black and $10,789 in colors. There are at least a dozen other cruisers on the market that are far superior for that kind of money. Check out Triumph models if you’re looking for heritage. But if you must have a Harley, and you only have ten grand to spend, you’d be better served by looking at a 2 or 3 year old pre-ridden Dyna, or Softail, and enjoy the sport of motorcycling, along with all the heritage and mystique of Harley-Davidson.

US biker sues Harley in ABS light case

Interesting case could affect future production from all manufacturers

Posted: 16 December 2011
by Visordown News

A Harley-Davidson Road Glide ... with ABS. Possibly.

AN AMERICAN who crashed his Harley-Davidson, causing his wife who was pillion to end up brain damaged, is suing Harley-Davidson as he claims he thought his motorcycle was equipped with ABS.
Jack Wilson, who crashed on Highway 99 in California, told the Highway Patrol that his anti-lock braking system had somehow malfunctioned, however, his bike, a 2008 Harley-Davidson Road Glide was never fitted with ABS.
Wilson claims the icon on the motorcycle's idiot lights suggested that it did have ABS. He also claimed the salesman who sold him the bike gave him an elbow-to-the-ribs-type aside and said 'chicks love ABS'.
The defence are claiming that the manufacturer puts this icon on all bikes to ensure that bikes that do have ABS will definitely have the accompanying light. The defence lawyer went on to say: "There's nothing odd or unique about a non-ABS bike having ABS. If the icon doesn't light up when you start the bike, anybody should know you don't have ABS."
The defence have laid the blame squarely at Wilson's door, saying: "He should have known the bike's features after riding it for 15 months and 12,000 miles."
Wilson's wife Judy has been left with skull, facial, rib and scapular fractures and now has a prosthetic skull and permanent brain softening. Pain and assorted disorders will render her unemployable forever, said her lawyer.
In what has become a highly controversial case, the jury have to decide whether Harley-Davidson's product bears a design defect in the form of the 'ABS' icon. If Harley-Davidson are found to be at fault, they'll liable to pay around $3 million (£1.9m) to Wilson and will no-doubt have to issue a huge recall.
The case continues.

October 17, 2012 - 09:40 AM

Kevin Windham Set For Monster Cup Return

Kevin Windham Ready To Roll

By: Staff

Photography By: Kit Palmer

Article MORE IN SUPERCROSS/MOTOCROSS >>

Kevin Windham will make his return to racing in Saturday night's Monster Energy Cup in Las Vegas - six months after injuring himself at the Houston Supercross.
"I haven't raced since Houston Supercross, which was back in April," said Windham in a team release. "Things are good right now. My body is strong. I've been doing a lot of preparation and [this week] I came out to California and rode the 2013 Honda for the first time. I had an amazing day of testing and I'm looking forward heading into Monster Energy Cup on that new bike."
Windham will join GEICO Honda teammate Eli Tomac at Saturday's Monster Energy Cup at Sam Boyd Stadium with an eye toward getting a measure of the 2013 Supercross competition and, of course, winning the $1 million top prize.

Even though there is big money up for grabs and a slightly different format than a standard Supercross race, Windham said he's not going to change his approach too much.

"I'm going to try and treat it as just another race," Windham said. "That being said, I've never been so confident about a bike after one day of testing than I am with this 2013 Honda. I'm going out there to race the best guys in the sport and I feel very confident. It'd be nice to win a whole heap of money - and that is the goal - but it's also nice to be feeling good and be able to get my feet wet on this new bike."

Tomac is coming off a career year for the GEICO Honda team with the Lites West Championship in Supercross and a third-place effort in 250cc National Motocross Championship - with eight moto wins and four overall victories. This weekend Tomac will be riding a 450.

"It's going to be cool to jump up there and compete against the fastest guys in the world," Tomac said. "It's a little different competition than what I see in the 250 class with all the veterans who will be out there. By the way it looks, it seems like a fun track," Tomac said. "There's no whoops, but it's got a lot of rhythm sections. It seems like a perfect mix. We've talked about [the Joker Lane]. If you are in the lead you are going to want to take it late, because you want a chance to put a gap on the guys behind you. If you are in the back, you might want to do it early and get it out of the way."

Windham echoed the situational nature of that feature of the track.

"It's one of the obstacles you'll face during the race," he said. "I can see it coming into play if there's a guy you are trying to pass holding you up. You don't want to take the lane at the same time he does. There's going to be a little strategy to that."

Justin Barcia, who won the last two Lites East titles in Supercross for GEICO Honda, meanwhile, will be making his debut this weekend with his new team, Muscle Milk Honda.

By: Staff

Photography By: Gold & Goose

Article MORE IN ROAD RACING >>

This week's Grid Girls are from the Japanese Grand Prix in Motegi...
Japanese Grand Girls 2012

Friday, October 5, 2012

PRESS RELEASE

BACK

Coolbeth is Eighth on Factory Harley at Santa Rosa Mile
SANTA ROSA, CA (September 30, 2012) -

Harley-Davidson® Screamin’ Eagle® Factory Team rider Kenny Coolbeth placed eighth in the AMA Pro Harley-Davidson Insurance Grand National Championship race on the Santa Rosa Mile at the Sonoma County Fairgrounds. The race was won by South East Harley-Davidson rider Sammy Halbert on a Harley-Davidson® XR750 motorcycle.Halbert was the fastest qualifier for the 25-lap main, but it was Crosley Radio Kawasaki rider Bryan Smith who took the lead on the opening lap and appeared headed for a run-away victory after stretching his advantage to 4.9-seconds over Halbert on lap 14. But a few laps later, Smith began to falter as track conditions changed, and Halbert and Rogers Racing/Blue Springs Harley-Davidson rider Jared Mees reeled him in. Halbert passed for the lead on lap 20, and Mees got by Smith on lap 21. Mees and Halbert battled in the closing laps, with Halbert finally winning by 0.874 seconds. Smith held off Zanotti Racing/Schaeffer`s Harley-Davison rider Jake Johnson to salvage a third-place spot on the podium, 3.726 seconds behind Halbert. Eaken Racing rider Robert Pearson was fifth on a Harley-Davidson. Coolbeth opened the race in 12th place, and moved up to eighth on lap 16.
“I spun out on the start and ended up way back on the first lap,” said Coolbeth. “The track was a little rough and very dusty, so we could hardly see on the straights, and it was really tough to pass. This was not a typical mile track.”
Halbert also won the four-lap Dash for Cash sprint bonus race.
After 14 of 16 AMA Grand National events, Mees leads the series with 262 points. Halbert moves past Johnson into second place with 248 points. Johnson is third with 246 points, followed by Smith with 193 points. Coolbeth is in eighth place with 124 points.
The Grand National Twins will next race on October 6 on the Tucson International Raceway half-mile in Tucson, Arizona.
Company Information
Harley-Davidson Motor Company produces heavyweight custom, cruiser and touring motorcycles and offers a complete line of Harley-Davidson motorcycle parts, accessories, riding gear and apparel, and general merchandise. For more information, visit harley-davidson.com.
The Harley-Davidson Screamin' Eagle Factory Flat Track team is sponsored by Matco Tools.

Motorcycle Ride with Ride Ottawa Canada

Spectacular lookout view over Barron Canyon in Algonquin Park.

Photo Credit: Debbie Macdonald

Debbie Macdonald
May 16, 2012
Filed under Features, Guided Motorcycle Tour Reviews, Motorcycle Features: Bikes, Blokes, Culture and Beyond

Eight of us were invited to Canada by the Ottawa Valley Tourism Association, Go Ride Ottawa and Trillium Motorcycle Tours to explore the promise of their spectacular province’s slogan, “Yours to Discover,” by traveling the Ottawa Valley and Algonquin Provincial Park. So, after a long day of individual treks from our home bases, we arrived at the Ottawa (Canada) Airport, claimed our baggage, and found ourselves being shuttled to Deeley Harley-Davidson (for three Harleys), BMW Motorrad Canada (for three BMWs), and finally to Honda Canada (for two Hondas), as diverse a group of rides and riders as we could wish for.
The first 100 miles got the kinks out and led us to our first night’s stay at Dickson Manor at Calabogie Peaks Resort, a premier resort offering seasonal activities from skiing/snowboarding, skating, snowshoeing and tubing to golfing, hiking, biking, canoeing and swimming (indoor and out). Luckily, we were accommodated at the resort’s Canthooks Restaurant, despite arriving well past our reservation time (they had kept the sous chef there just for us). A delicious dinner and a glass of local brew sent us all to bed in very comfortable rooms to rest up for our first full day of riding.
We were fortunate to have arrived during the first rain-free week the region had seen in months, but as we prepared to leave we were each handed a little gift bag, complete with bug spray and an ingenious hat with bug netting attached. This did not bode well and our hosts proceeded to educate us about black flies, a seasonal gift from the heavy rains. We’d discovered the pesky “no see’ums,” the night before while standing outside. Later we’d be glad for the hat and spray!

Riding the traffic-free roads and searching for that illusive moose in Ottawa.

The next day had us riding Calabogie and the Greater Madawaska Valley area, including the 511 Loop to Parkenham and Arnprior, then along the Ottawa River to Beachburg through forests thick with so many types of trees the wildlife hiding there were invisible. There were moose crossings at every turn, but not one came to check us out, leading us to speculate they were all at a convention. Our whirlwind tour did not leave us time to wait, so off we headed to the Calabogie Motorsports Park.
This world-class park has the longest track in Canada, with 20 turns, a 40-foot-wide track, and a 2,000-foot-long straightaway. Opened in 2006, it features car and motorcycle racing, the CMP Mustang Experience and many other events and track days. Fortunately, we were able to take our bikes out and make a victory lap while following manager Jane Blinn in her screaming Ford Mustang Pace car.

The Blackbird Cafe made for a great lunch stop.

Later, we twisted our way through deserted back roads along the river to the lovely little village of Burnstown for lunch. The Blackbird Cafe was chock-full of antiques and cutesy decorations with an appealing menu offering huge salads and sandwiches. There wasn’t time to visit the town’s shops and galleries since we were quickly off to our next overnight stop, the London House Inn & Spa in Foresters Falls/Beachburg.
Located on the site of the 165-acre RiverRun Rafting & Wilderness Resort on the Ottawa River, this is not your typical spa, for there are cottages and Victorian-style homes on site that have been turned into very comfortable and inviting refuges. We were given the option of a spa treatment or a half-day river rafting trip the following morning, and we headed off to a good night sleep after a quick dinner of pizza and a glass of wine.
Yes, you could say we should have done a bit more research before deciding on the river rafting trip, and yes, you could say we were not at all prepared, but nevertheless, four of us brave souls took the plunge. And that is exactly what it was, since the Ottawa River has the largest commercially rafted rapid in North America called the Buseater. (Check it out on YouTube at http://www.youtube.com/watch?v=f67IDYPOwsM&feature=related.)

Ready to ride after cooling off in the Bonnechere Caves.

The river was just below the high-water mark at which they stop running rafts and we launched where the rapids could not be seen, so we unknowingly set out to be eaten up and spit out. While an exhilarating experience I wouldn’t have missed, the rapids booted me from the raft and I came up for air underneath it, fighting my way out for seconds that felt like forever. When I finally popped out from below, the guide stood over me and told me I needed to let go of the raft so he could flip it over. Eventually all of us were back in the raft, cold and shivering. Who says motorcycling is dangerous? I was looking forward to getting back on the bike … and back to the hot tubs.
After a soak and lunch, we were back on the bikes in good time and off to our afternoon stop—the Bonnechere Caves in Eganville, the Ordovician Fossil Capital of Canada, where a tropical sea left behind the fossils of coral and sea creatures 500 million years ago. Despite my claustrophobia, it was nice to be down in the cool of the caves and spelunking seemed an appropriate complement to riding the rapids.
It was good to get back on the road though, riding along the Opeongo Line, which was built in the mid-1800s to provide access to the inner areas of Canada to settlers promised fertile land for farming (which eventually proved false but nonetheless resulted in roads great for riding).

Map by Bill Tipton/Compartmaps.com

These back roads go on forever with no traffic jams and no cars in sight for miles and miles. The roadsides are lush, green, rolling hills spotted with 18th century farms, small towns with homes of brick, limestone and clapboard with wraparound porches, well-kept lawns and lilac bushes as tall as the houses. Their sweet fragrance wafted over us as we wound our way around through towns with Irish, French and Algonquin names, evidence of the area’s cultural diversity. Church spires reached high in every town, no matter how small. You could see them for miles, all incredibly beautiful, leading the way to the town of Wilno.
The first Polish settlement in Canada is commemorated by the unique heritage park and museum started by The Wilno Heritage Society, descendants of those first immigrants.
The park features several heritage buildings, and a museum full of beautiful artifacts and displays of pioneer life. Each May first, they host a huge festival to celebrate their heritage, which would be a great destination ride.
Our stop for the night was the newly remodeled Sands on Golden Lake Inn and Resort. Our rooms were clean, bright, and inviting, with a large window and sliding glass door opening to a balcony overlooking a green lawn that went down to the beach. The inn’s restaurant had the same great view and our sumptuous seafood feast was enjoyed as the sun set on another great day of riding.

Not your “Average Joe” Harley rider, North Bay Mayor Al McDonald, with our ride leader, Liz Janzen of Trillium Motorcycle Tours.

Morning came too soon for our longest day of riding. Our route took us out the Champlain Highway through Algonquin Park—Canada’s first provincial park, most of which can only be accessed by canoe or on foot, offers a 56-kilometer ride along Hwy 60. From there you can access one of the eight campgrounds, hike one of the 15 trails or check out the Visitor Centre and Logging Museum. There are thousands of lakes and miles of canoeing trials connecting them, but along the highway you will view just a few of these beautiful lakes and waterways surrounded by tree-covered rolling hills. Riding through the park was peaceful with little or no traffic, and we found clean roadways and breathtaking views.
Our lunch break took us to the town of North Bay on Lake Nipissing where we stopped at Average Joe’s. Average it was not, and we enjoyed another delicious seafood meal on a deck overlooking the lake—a great view to enjoy with our meal with the town’s mayor, Al McDonald, who rode over on his Harley Ultra.
Later we rode along the Ottawa River to the Quality Inn in Petawawa for our overnight. We were met by members of the local C.A.V. (Canadian Army Veterans) group, who joined us for dinner at the nearby Kelsey’s Restaurant. Between rinks and dinner a lot of riding stories were told and friends were made with that great bunch of guys.

Bring on the ‘no-see-ums...who are those masked biker hikers.

The next morning it was back into Algonquin Park to hike the Barron Canyon trail. Fortunately, we got a bit of rain, which made it better for a hike than a ride. Dressed in hiking gear and armed with our cans of bug spray and bug blocker hats (and tucking our long pants into our socks), we went to battle the black flies. It was a short 10-kilometer drive to the canyon and an easy hike in to look down into the canyon to the river below. The rocks were slippery from the rain so it was a bit precarious at the edge to enjoy the spectacular view.
On the way back to the hotel after our hike, we treated ourselves with a quick stop at Colborne’s Fish & Chips. It gave us our first taste of the local junk food called poutine—french fries covered in cheese curds and gravy. It sounds disgusting to the uninitiated, but was so good. We scarfed it down fast with guilty smiles on our faces.

Last stop at the luxury hotel where Kings, Queens and Presidents stay while visiting country’s capitol.

Our last day of riding took us from Petawawa back to Ottawa and the Fairmont Chateau Laurier. This 100-year-old castle is host to dignitaries visiting the Canadian Parliament, which is right next door. This historic building made us feel just a tad under-dressed in our riding gear, but a hotel of this grandeur is exactly the way to end a perfectly wonderful trip.
Ottawa is a mix of the old and new, with many bars and restaurants filled to overflowing with tourists and students. A walking tour along Rideau Canal and the Byward Market, with its many street performers and vendors, led us to Sweetgrass, which offers an unusual menu of local aboriginal foods to tempt the palate, such as buffalo, elk and “bork,” a mixture of pork and wild boar. It was a great way to end the ride with local foods and local art on the wall. With a final toast we bid farewell to the Ottawa Valley, a land of many cultures and untamed wilderness.
Planning my next trip to Ottawa, Ontario, will include many of the roads and stops that we enjoyed on this ride, but GoRideOntario.com will help you personalize your trip. The site has a specialized area just for motorcyclists, which enlists the expertise of local riders to help you plan the best trip possible. It has mapped-out routes, video guides and tips on touring, or you can plan your own ride with the tools and maps provided on the site … so you can make this special place “Yours to Discover.”

Ridden & Rated: 2013 Victory Boardwalk

Long on style and long between the axles, the Boardwalk provides a relaxed ride.

Photo Credit: Kevin Wing

Greg Drevenstedt
October 4, 2012
Filed under Road Tests, Victory Motorcycle Reviews

(This Ridden and Rated Special was published in the October 2012 issue of Rider Magazine.)
Victory has done an impressive job competing with Harley-Davidson in terms of engineering and styling, but the young brand, launched by Polaris in 1998, has stood in the long shadow of Harley’s 110 years of heritage. Polaris’ recent acquisition of Indian Motorcycle, the only American marque whose history and brand recognition can stand toe-to-toe with Harley, has lifted a burden from Victory’s shoulders, allowing it to go in new directions. Victory has unveiled a bold, new logo, along with a new model, the Boardwalk, to replace the Kingpin.
Victory still competes with Harley-Davidson, of course. Just as the new Judge rivals the Fat Bob (Rider, June 2012), the Boardwalk occupies the same classic cruiser territory as the Softail Deluxe. The Boardwalk’s vintage styling includes full fenders, spoked 16-inch wheels, whitewall tires and plenty of chrome, and its floorboards, 25.9-inch seat and low, beach cruiser-style handlebar—the widest in Victory’s lineup—live up to its laidback name.
Powering the Boardwalk is the same air/oil-cooled 106ci Freedom V-twin found in all Victorys. In the Judge, it cranked out 84 horsepower and 102.7 lb-ft of torque at the rear wheel. Throttle response is direct, acceleration swift. Counterbalanced for smoothness, the engine transmits the muscular sound and feel that cruiser riders expect. The cable-actuated clutch has good engagement, the 6-speed transmission shifts smoothly and the two disc brakes provide decent stopping power.

2013 Victory Boardwalk

Riding the Boardwalk in the hills around Santa Barbara, California, I was impressed with its cornering clearance and chassis rigidity—traits common to most Victorys. Despite relaxed geometry, the wide handlebar and narrow 150-series rear tire make for easy handling. Although designed for boulevard cruising (the pillion is removable), the Boardwalk has the performance and handling chops for getting the lead out. For longer rides, you can add a windscreen, saddlebags, passenger backrest and a luggage rack.
2013 Victory Boardwalk
Base Price: $15,499 (Solid Black)
Price as Tested: $15,899 (Solid Pearl White)
Website: victorymotorcycles.com
Engine Type: Air/oil-cooled, transverse 50-degree V-twin, SOHC, 4 valves per cyl.
Bore x Stroke: 101.0 x 108.0mm
Displacement: 1,731cc
Transmission: 6-speed, cable-actuated wet clutch
Final Drive: Belt
Wheelbase: 64.8 in.
Rake/Trail: 31.7 degrees/6.7 in.
Seat Height: 25.9 in.
Claimed Dry Weight: 675 lbs.
Fuel Capacity: 4.7 gals.
MPG: 91 PON min. (avg) NA

INTERMOT Concepts From Suzuki and Yamaha Point To Future Production Models

V-Strom 1000 Concept

Among the myriad displays at INTERMOT were two concepts from Japanese manufacturers, Yamaha and Suzuki. Suzuki displayed the V-Strom 1000 Concept pictured above, likely the basis for a production version to be introduced next year as a 2014 model.

The new V-Strom 1000 concept is not the warmed-over update the 650 version proved to be when it was introduced last year. Instead, it is essentially all-new, with a heavily revised engine, chassis and styling. Expect the electronic aides that are rapidly becoming de rigueur for the class, such as defeat-able traction control and cruise control. Adjustable windscreen and cast wheels point toward a road orientation, as does the integrated luggage. Other upgrades likely will include the displayed adjustable suspension and radial-mount front brakes. Needless to say, Suzuki will have much more competition in this category next time around, and it must design the new V-Strom 1000 to meet it.

Yamaha Crossplane Triple Concept

Yamaha displayed something quite a bit more unexpected with its Crossplane Triple concept. Not hiding the fact that this is headed for production in some form, Yamaha appears to have determined that a triple will help bring back some sales to the depressed sportbike market, and will undoubtedly point to its own 3 cylinder heritage in the form of the XS750/850 from the late ’70s. Triumph and MV won’t have this niche to themselves much longer, it would appear.

Tuesday, October 2, 2012

Adam Waheed

Road Test Editor|Articles|Articles RSS|Blog|Blog Posts|Blog RSSHis insatiable thirst for life is only surpassed by his monthly fuel bill. Whether rocketing on land, flying through the air, or jumping the seas, our Road Test Editor does it all and has the scars to prove it.

Thursday, September 13, 2012

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Kawasaki is bringing back a cult classic with its 636-powered 2013 Kawasaki Ninja ZX-6R ($11,699). The middleweight sportbike features a slightly larger displacement engine for added mid-range punch which provide a more enjoyable ride on the street and racetrack.

2013 Kawasaki Ninja ZX-6R Specs

Engine: Liquid-cooled 636cc Inline-Four, 16-valves
Bore and Stroke: 67.0 x 45.1mm
Compression Ratio: 12.9.0:1
Fuel Delivery: Fuel-injection
Clutch: Wet multi-plate slipper clutch; Cable actuation Transmission: Six-speed
Frame: Twin-spar aluminum
Front Suspension: 43mm inverted Showa BPF; 3-way adjustable for spring preload, compression and rebound damping; 4.7 in. travel
Rear Suspension: Showa gas-charged shock; 4-way adjustable for spring preload, high/low-speed compression and rebound damping; 5.3 in. travel
Front Brakes: 310mm petal discs with radial-mount Nissin four-piston calipers
Rear Brake: 220mm disc with single-piston caliper
Tires: Bridgestone BT-016; 120/70R17, 190/55R17
Curb Weight: 423 lbs.
Wheelbase: 56.1 in.
Seat Height: 32.7 in.
Fuel Capacity: 4.5 gallon
MSRP: $11,699
Colors: Pearl Flat Stardust White / Flat Ebony, Metallic Spark Black / Flat Ebony, Lime Green / Metallic Spark Black
Warranty: 12-month, unlimted mileage

Based off the existing ’12 ZX-6R Inline Four engine, the 2013 configuration makes use of the same bore (67mm) but a 2.6mm-longer stroke (45.1mm). A number of other enhancements were also made including updated cylinder head porting and camshafts. Refinements were also made to the intake and exhaust systems to work with the new engine spec. The design of the wet-style slipper clutch is new as well.

The chassis received some love highlighted by the use of a new Showa big piston fork that features separate function technology similar to what Team Green employs on its 2011-plus KX250F motocrosser. For the sportbike application however, it uses springs in each fork leg but preload adjustment is made on the left leg while compression and rebound damping is handled on the right side. The ZX-6R also gets new monobloc-style (machined from a solid piece of aluminum for added rigidity) radial-mount braking calipers sourced from Nissin.

The ’13 ZX-6R is the first Japanese middleweight to offer traction control. Derived from the systems used on the Ninja ZX-10R and ZX-14R/Concours, the electronics offer three levels of adjustment based on road conditions or rider preference. Two different engine power modes (Low/Hi) are offered. The shape of the body panels has also been revised for more efficient aerodynamics. The improvements come at a substantial cost with the 2013 ZX-6R costing $1400 more than this year’s model.