I went to Roof Helmets to see if I could find a Canadian distributor. They put me on to Fullbore Marketing, a company that delivers motorcycle gear to retailers. They told me that they aren’t distributing Roof Helmets any more, but they have a couple of models left over. They put me on to Blackfoot Motorsport, and after a number of emails we got it a deal sorted out: a Roof Desmo for $400 Canadian (they usually run 469€ or about $673CAD, but you can’t get ’em here). If you dig it, they had a pearl/white one still kicking around in XL too. Good luck chasing the distribution flow. If you succeed, you can get your Jo Sinnott on (Wild Camping is where I first saw the Roof and thought, wow, what a cool lid). I’m going to! In the meantime, I might be the only person in Canada this year with a new Roof Desmo, and it looks fantastic! (and also a crime). All of those Arais and Shoeis on the road are going to look so… common.
The helmet fits my temples better than anything else previously. It’s snug front to back, but it’s wearing in nicely. When on it has a fantastic anime feel to it! On the way home today it started to rain. With a single motion I went from open face to closed face, but this isn’t just a modular helmet, it safeties as a full face helmet. I can’t understand why these aren’t for sale in Canada any more.
Snow is flying outside. It’s supposed to be -20°C by the end of the week with more snow on the way. Working on the bike in the garage only gets me so far. Time for some quality daydreaming…
Goal: Find a quick bike, ride the Dragon, bring it home to race in the spring.
Looking around online I found a wounded Kawasaki ZX-6R for sale in Clinton, Tennessee for about $3400US. It happens to be off the interstate right on the way to Knoxville (the city nearest the Smokey Mountains where the Tail of the Dragon is). I’m a sucker for a wounded motorcycle. The store selling it says it needs tires and they sell ’em, so I’d arrange them to do it and a tune up and then pick the bike up ready to ride.
Fixing the fairing is a little trickier, but Performance Bikes UK had an article on cheap Chinese replacement fairings which would be perfect for a bike that’s going to be all about track days and quick rides.
The only issue is whether or not I could get the bike road legal for a few days while I was down there in order to ride The Dragon.
A long drive to Clinton and a night in a hotel followed by a morning sorting out the bike and loading it into the van before driving down to Pigeon Forge for a few days riding the Smokey Mountains.
The slog back north into the frozen darkness would be a lot easier to take if I had a few days on two wheels before I had to do it.
Of course, if I’m getting a sports bike I can loose my mind on some sports bike kit. If I’m on a quick Kawasaki I’d opt for gear that’d do me on track days as well…
Nothing like a little fantasy shopping to make the snow fly by.
Some colour matched gear to go with the new fairings and I’d be ready for race school in the spring.
Carbon fibre bits are also available for this ZX-6R, but if it’s going to be a track bike they seem like a silly expense.
March Break in the UK is a very different proposition to March Break in Ontario, Canada. Here we’re looking at freezing temperatures, snow storms and general misery. Everyone who was able has left. A few minutes outside today in -20° wind chill left me broken.
Back home it’s mid to high teens with sunny spring days and flowers blooming.
Were I home I’d be rolling the Triumph Speed Triple out of the shed and going for a ride along the North Norfolk coast. It’d be cool but clear. Norfolk roads are medieval narrow, especially out in the country. With tall hedge rows and few shoulders you don’t travel at break neck speed, but that’s kind of the point.
Enroute I’d be passing by small fishing villages, medieval priories and castle ruins. Lunch stops could be any one of a dozen centuries old pubs. When not doing that, pulling up a a seaside layby to watch the waves roll in would beat frostbite any day.
Do I ever miss being home sometimes.
Speaking of which, a nice little house on Beeston Hill is going for about £200k. With a shed in the backyard to park up the motorbikes in, I’d have the ideal place to ride out into Norfolk from, and it’s less than a mile from each of the two houses I grew up in.
What would I do on these beautiful spring days? Familiarize myself with the back roads of the country I grew up in for eight years before being emigrated to the land of ice and snow.
Triumph Scrambler might be a better choice for going off piste in deepest, darkest Norfolk where mud is the norm rather than the exception.
I’d be sharing roads that generations of my people have ridden on two wheels. Maybe while out on those roads I’ll meet up with some family ghosts and be able to go riding with them for a while…
My great aunt died on the roads of Norfolk before I was born. It’d be nice to be back sharing that space with her, if not the time.
That old Coventry Eagle disappearing around the hedgerow ahead of me could be Grandad Morris out for a spirited ride.
A modern roadster to tackle twisting Norfolk lanes single handed?
… or the more tractor like Scrambler to occasionally get dirty on the tractor splattered lanes of rural Norfolk?
Motorcycle insurance in Ontario has always thrown me for a loop. To emphasize that strangeness the Toronto Star recently printed a searing indictment of Ontario’s motorcycle insurance policies. In it a rider who has been out west (California and B.C.) comes back to Ontario to experience the disastrous way Ontario does things. He suddenly finds his $2-300 a year insurance rates multiply by ten to well over two thousand dollars a year, for the same bike! In breaking down Ontario insurance he discovers some discrepencies that appear to be practically criminal: “My motorcycle was assessed as if it was new — $20,000. But if I have a crash and the 12-year-old bike is destroyed, will I receive $20,000? Of course not. The payout would be more like $4,000 or $5,000. For the insurance companies in Ontario, this must the gift that keeps on giving.” So, you’re insured on a new bike no matter what, but you’re only paid as little as possible on the back end. That’s the kind of quality fairness that exemplifies Ontario’s approach to insuring motorcycles. When I called in to see what a second bike would cost to insure I was told that another bike would essentially double my insurance. I pointed out that I could only ride one at a time and having two would mean both would have fewer kilometres than a single bike. They just smiled and said that’s the way it is. If you read that Toronto Star article you have to be asking yourself, “why is this the way it is?”
Last year we went out to B.C. and discovered that my wife could easily rent a scooter with a G license and go for a ride around Victoria. We had a fantastic time and she came closer to considering two wheels as a mode of transport, but not in Ontario. To ride a scooter in Ontario you need to take courses and work your way through the graduated motorcycle license. Ontario is determined to keep people off two wheels even if it is a much more efficient way of getting around. The block is systemic, from insurance practices that are out of sync with the rest of North America (and the planet) to governmental regulations that are more focused on milking citizens for license money than they are on offering access to an environmentally friendly, efficient and exciting way to get around. Ontario couldn’t help but become more efficient with more people hoping on scooters and motorbikes to get where they’re going, but that isn’t the vision. Ontario isn’t about environmental consideration, efficiency or excitement.
Free parking, but Ontario makes riding so difficult to access that it’s empty.
How un-bike focused is Toronto? On my recent trip down there I could use HOV lanes and park for free downtown, but the bike parking area was virtually empty. After reading that Star article I’m thinking that Ontario is anti-motorcycle. The government supports an insurance industry out of whack with the rest of the world and throws as many blocks as it can at riding. Ontario may be the most over licensed and expensive place to insure a bike in the world. Below I looked up costs randomly in the US and the UK and Ontario is way out of whack with the the results. If I lived five hundred kilometres south of here in urban Harrisburg, Pennsylvania (instead of in rural Ontario), I’d be paying about $295 Canadian for my insurance this year (that’s with equivalent policy). I currently pay almost $900 a year on a twenty year old bike that I bought for eight hundred bucks. A second bike in PA would cost me an additional hundred bucks, so I’d be paying about $400 a year for both. In Ontario I’m paying three times that. When I first started riding I considered a new bike for safety reasons. When I requested a quote on a new Suzuki Gladius (a 650cc, mid sized, standard motorbike), I was quoted at about $3000, but most insurers just refused to offer coverage – this on a guy in his forties, married with auto and home insurance and a family. Had I been in England I could have quickly been insured with equivalent coverage AND road support and bike transport in a breakdown for about $950 Canadian in my first year of riding. Considering the blocks to access on basic scooters and the insurance madness, Ontario isn’t maybe anti-motorcycle, it’s systemically anti-motorcycle.
Inside Motorcycles had a good article on the benefits of integrating motorcycles and scooters into a coherent traffic plan. It would be nice if Ontario followed the research and encouraged more people onto two wheels.
My buddy in Japan got back to me – he pays $161 a year in motorcycle insurance… in Japan, one of the most expensive places to live in the world!
LINKS
Just to torture myself I got a quote from Progressive as if I lived in Harrisburg, Pennsylvania – my stats, my bike. The cost for basic insurance was $75 a year. To get Ontario equivalent insurance it went up to $226 a year. Are you feeling the love yet?
£467 works out to about $950 Canadian
Think it’s expensive to live in the U.K.? Not if you’re insuring a motorbike. MCN’s site has a listing of new motorbike insurance costs (on the right). A new Gladius in Ontario will cost you well north of three grand to insure new if you’re a new rider and assuming you can find someone to insure you at all. The quote on the right is full insurance with more bells and whistles than the Ontario minimum including road side assistance and bike return in case of a breakdown.
“Drivers above the age of 25 with a good driving record usually qualify for good prices. Combine those factors with liability only coverage and a touring bike and you are looking at $200 to $500 a year” – Ha! Not in Ontario “You can reduce your rate further by purchasing motorcycle insurance through your auto insurance carrier, owning a home, having good credit, and taking a motorcycle safety course.” – I have all those things (auto, house, good record, good credit, a safety course) and my auto insurer wouldn’t touch me. They said to come back after I’d been riding for a few years.
We’re minutes away from collapsing from heat exhaustion on our rally ride the other week when I start to hear voices. We’re riding through Elora on our way to Fergus and a flock of cruisers have just pulled out in front of us. The large man on a Harley ahead of me creates concussive sound waves that knock birds out of the sky whenever he cracks the throttle, which he has to keep doing because his Milwaukee iron doesn’t idle very well.
Between hundred and forty decibel POTATO POTATO, a voice, as clear as a bell was talking directly into my ear. It was telling me about carpets, I should buy them, but they’re all out of off white Persian.
From this far back you can’t hear yourself think. I wonder if he’s in his happy place. I’m not.
Am I losing my mind? It took me several moments to realize that the three hundred pounder in beanie helmet, t-shirt and shorts on his baaiiiike in front of me had the radio so loud it was like I was in the front row of a concert, if it was a concert about carpet advertising. That we were at the end of a marathon ride and I was exhausted didn’t put me in the greatest of moods, but genuinely, other than making me think I’d lost my mind, what was the point of this man?
Mushin: literally means no mind, but he’s doing it wrong.
I’ve had Lee Park’s Total Control on Kindle for a while. I got lost in Park’s OCD maze of suspension minutia, but the latest chapters are much more accessible and are about your mindset when riding. Lee describes the perfect motorcyclist in Zen terms: completely in the moment, aware of everything with no specific focus drawing attention away from that whole. You should be using all of your senses to do this. He’s quite serious about how you should approach the zone of peak performance while riding (and make no mistake, you should treat riding like a competitive sport – one you don’t want to lose). None of it involves pipes so loud they cause small children to cry, a radio turned up so loud someone a hundred yards back can hear it clearly or wearing a beanie helmet and next to no clothes.
There is much I really dig about motorcycle culture, but it all has to do with excellence. Watching a thirty-eight year old, six foot tall Valentino Rossi win a race again at the pinnacle of motorcycle racing last weekend was an example. Watching Dakar riders survive the marathon they run (if marathons were run over two weeks) is another. Watching a skilled road rider showing how it’s done on a high mileage bike with a kind of effortless ease, that’s impressive. I’ve got a lot of words for what I saw last Sunday, but impressive isn’t one of them.
At one point I’d closed up on him while he was adjusting his radio. I revved the bike to let him know I was there and he practically jumped out of his skin. As far as awareness and respect for the act of riding goes, I’m just not seeing it.
They puttered down the road ahead of us when we pulled over in Fergus. A steady stream of traffic followed them down the road at their leisurely but loud pace.
I’ve wanted to get a bike since I was old enough to drive, but my parents did backflips to put me in a car instead (probably wise at the time). Now that I’m older and wiser, I’m looking for something other than just thrills from riding a motorcycle.
What feels like a lifetime ago, I was living in Japan. A colleague and I came across a student who was into racing carts. He invited us out and it became a regular event. I’d always had an interest in motorsports and fancied myself a decent driver, it was nice to have the lap times prove it.
One of the most enjoyable side effects of ten tenths driving in a tiny shifter cart doing 100km/hr into a left hander was how focused your mind is. You are taking in all sorts of sensory inputs, your adrenaline is ticking, you can feel the tires on the edge of grip, the wind is thundering past your helmet, the engine is screaming behind you, and you are no where else but in that seat. You feel burned clean of any worries, plans, random thoughts or distractions. You feel like you’re dancing with the machine under you, it becomes an extension of yourself. It’s a wonderful feeling and I have never felt so exhausted and relaxed as I did after a day at Kiowa, deep in the mountains, tearing around that track.
I’m hoping that I can find that same quietness of mind on a motorbike. The personal space and focus needed will be therapeutic. The chance to disappear into my senses, to be entirely with the moment… the best kind of meditation.
I got replacement rubber bits for the now fifteen year old Triumph Tiger 955i in before Christmas, but the weather has been so diabolically cold that even with a propane heater in the garage, the floor is still radiating negative thirty degrees and working in there is a misery. We finally had a break in temperature this weekend so I got a chance to fit new rubber on the Tiger…
It’s only -1°C out there, so it’s garage door open time!
My targeted bits were the rubber covers on the mirror stalks, which aren’t that important but you see a lot of them while you’re riding and they bothered me. The shift leaver rubber has been held together with Gorilla Tape for the better part of a year (that’s some tough tape) and one of the rubber bits that go between the seat and the frame had disappeared, so I was aiming to replace that too so the seat would sit evenly and there would be no metal on metal rubbing.
The shift leaver was a simple thing. I cut off the tape and the old rubber which was half torn. With the new rubber warmed up and some WD40, the new bit slid on fairly easily. The mirror arm rubbers were equally straight forward. The mirror is on a threaded end. Undoing that and the nut under it that holds it tight meant I could slide the mirror rubbers off. The old ones were cracked in multiple places and barely hanging on. I cleaned up the threads and metal under which was a bit rusty, put some rust paint on there to make sure none comes back and slid the new rubber covers on. Another quick fix.
The problems arose when I tried to fit the seat rubbers. I suspect the dealer sent me the wrong bits. The rubbers that sit between the adjustable seat height bracket under the seat and the frame are circular with a flexible back that holds them to the frame. What I got were some pieces of rubber with sticky backing that aren’t even the same thickness as the circular rubber grommets.
I’d shrug it off but at $3.30 plus tax and shipping for each of these sticky rubber bits, I’m out fifteen odd bucks in parts that seem to have nothing to do with what I was trying to fix. I did send photos of the parts required and I thought we were clear on what was needed. Rather than flush more money on parts I didn’t ask for, I found a rubber grommet that was a bit too big and cut it down to fit the hole. It’s a snug fit and compresses to about the same thickness as the other grommets. I might eventually get four matching rubber grommets just to make things even down there, but for now the seat isn’t uneven and the frame isn’t metal rubbing on metal.
The winter maintenance on the Triumph has been pretty straightforward this year. Last year I did the fork oil, spark plugs, air filter and coolant and upgraded the dodgy plastic fuel line connectors, so this year the only maintenance was my usual end of season oil change. I run the bike on the Triumph suggested Mobil1 10w40 motorcycle specific oil and I change it once at the end of the season.
The perished rubbers thing was as much an aesthetic choice as it was a performance fix. Little details like rubber pieces on an older bike bring it back into focus. Regularly watching Car SOS buying full sets of rubbers for older cars they are restoring probably intensified the urge.
Since I purchased the Tiger almost two years ago I’ve done all the fluids and changed the tires which produced a much more road capable bike (the old ones were well past due). I’ve also replaced the chain, but other than these rubber bits and the fuel fittings last winter I haven’t replaced anything that wasn’t a regular service item. The old Tiger has been a trustworthy steed.
I’m usually able to steal a ride toward the end of winter as the sunlight returns and we get the odd warm day with dry roads. With any luck I’m only a few weeks away from stealing another one. The Tiger’s ready for it.
The in-law’s cottage happens to be about 20 kms away from the bottom of the 507. I like the 507. It twists and turns through the Canadian Shield offering you bend after bend without the usual tedium of Southern Ontario roads. I lost myself riding down it the other day. Last week I was pondering how fear can creep in to your riding in extreme circumstances, like trying to ride through a GTA rush hour commute. This week I’m struggling with how the Canada Moto-Guide and Cycle Canada are portraying deaths on the 507, which is evidently a magnet for sportbike riders who have confused public roads with private race tracks. On the motorcyclists spectrum I tend toward the sportier end of things. I’ve owned Ninjas, sports-tourers, adventure and off-road bikes. The only thing that chased me away from sportbikes early in my riding career were the insane insurance rates and the fact that any modern motorcycle is already light years beyond most sports cars in terms of performance. My old Tiger goes 0-60 in under four seconds, or about as fast as many current top-end muscle and sports cars. To spend thousands more on insurance for a bike designed for a race-track just doesn’t make a lot of sense, especially when you factor in the condition of Ontario roads.
If you missed the British MotoGP race at Silverstone last
weekend, do yourself a favour and look it up. From start
to finish it was spectacular.
Having said that, I’ve been a diehard MotoGP fan for the past six years. Watching riders develop and express their genius at the pinnacle of motorcycle racing is not only glorious to watch, but it has taught me a lot about riding dynamics, and I think it has improved my bike-craft. I totally get speed. Riding a bike always feels like a bit of a tight-rope walk, and being able to do it quickly and smoothly is a skill-set I highly value. Like so many things in motorcycling, balance seems to be key. Last week, among the idiotic commuters of the GTA, a frustrating number of whom were texting in their laps and half paying attention, I was unable to manage that danger and it led to a great deal of anxiety. Rather than give in to that fear or throw a blanket of bravado over it, I looked right at it and found a way to overcome it. Honesty with yourself is vital if you’re actually interested in mastering your bikecraft. I came to the conclusion that you need to approach two wheels with a touch of swagger and arrogance when that fear rises up. This is done to moderate fear and give you back some rational control, especially when circumstances conspire against you. The problem with swagger and arrogance… and fear for that matter, is that it’s easy to go too far, and so many people seem to. Emotionality seems to dictate so many aspects of motorcycling culture. From the arrogance of the ding-dongs in shorts and flip flops who tend to the extremes of the motorcycling spectrum (cruisers and sportbikes), to the ex-motorcyclists and haters who can only speak from fear, it’s these extremes who seem to speak for the sport. I struggle with those emotionally driven extremes, but recently CMG seems intent on writing odes to them.
The CMG editorial news-letter this week makes much of not knowing why this rider died: “He knew the dangers, and he admitted to going fast,” says his partner, Lisa Downer. “He knew when, where, how – it was just one of those things. A lot of people think the way the curve was, there was a car (approaching him) that was just a little too far over the line and David had to compensate. By the time that car went around the bend, they wouldn’t even have known that David went off, because the sightline’s gone. Or it could have been an animal, or a bit of gravel. You just don’t know.”
There were no skid marks on the road. Like so many of our lost, no one will ever know why. Our lost? Here’s a video by that same rider from the year before:
“…the helmet cam shows his speedometer. “A decent pace on the 507 in central Ontario, Canada,” he wrote in the description. “Typical Ontario roads, bumpy, keeping me in check.” His average speed on the near-deserted road was above 160 km/h, more than double the speed limit, and at one point it shows an indicated 199, where the digital display tops out. At such speeds on a public road, there’s little room for error.” – little room for error?
With that on the internet, one wonders how he had his license the following year. You can come at this from ‘it might have been an animal, or a car, or gravel’, but I think I’m going to come at it from here:
“David was an experienced rider who’d got back into motorcycling just three years ago; he was 52, but had put bikes on hold since his 30s when he went out west…”
That’ll be over 170 kms/hr on rough pavement around blind corners next to a massive provincial park full of large mammals…
An ‘experienced rider’ who had been riding for three years, after a twenty year gap? And his first bike in twenty years was a World Super-bike winning Honda super sport? Whatever he was riding in the mid-eighties and early nineties certainly wasn’t anything like that RC51. What his actual riding experience was is in question here, but rather than assign any responsibility to an inexperienced rider, we are speculating about animals, cars and gravel?
I generally disagree with the speed kills angle that law enforcement likes to push. If that were the case all our astronauts would be dead. So would everyone who has ever ridden the Isle of Man TT. Speed doesn’t kill, but how you manage it is vital. There is a time and a place. If you’re intent on riding so beyond the realm of common sense on a public road, then I think you should take the next step and sort yourself out for track days, and then find an opportunity to race. In Ontario you have all sorts of options from Racer5’s track day training to the Vintage Road Racing Association, where you can ride it hard and put it away wet in a place where you’re not putting people’s children playing in their front yard in mortal peril. If you’ve actually got some talent, you could find yourself considering CSBK. Surely there is a moral imperative involved in how and where you choose to ride? Surely we are ultimately responsible for our riding?
Strangely, Mark’s article, The Quick and the Dead, from 2017 has a much clearer idea of time and place when it comes to riding at these kinds of speeds. In this most recent news-letter we’re at “it would be easy to dismiss David Rusk as just another speed freak, killed by his own excess“. In 2017 he was quite reasonably stating: “If you’re going to speed, don’t ride faster than you can see and dress properly. And if you’re going to speed, do it on a track“. I guess the new blameless recklessness sells better?
There is a romantic fatalism implicit in how both CMG and Cycle Canada have framed these deaths that willfully ignores much of what caused this misery in the first place. Motorcycling is a dangerous activity. Doing it recklessly is neither brave, nor noble. Trying to dress it up in sainthood, or imaging blame when the cause if repeatedly slapping you in the face is neither productive nor beneficial to our sport. Up both ends of the motorcycling spectrum are riders who are all about the swagger. For those dick swingers this kind of it’s-never-your-fault writing is like going to church. I get it. Writing for your audience is the key to enlarging it.
Last Sunday I did a few hundred kilometres picking up bodies of water for the Water is Life GT rally, with the 507 being the final run south to the cottage. The roads weren’t exceptionally busy and I was able to fall into a rhythm on the 507 that reminded me of what a great road it is. As it unfolds in front of you, you can’t guess where it’s going to go next. Surrounded by the trees, rocks and lakes of the Shield, it’s a gloriously Canadian landscape.
I’m not dawdling when I ride. I prefer to not have traffic creeping up on me, I’m usually the one doing the passing (easy on a bike). The big Tiger fits me and the long suspension can handle the rough pavement, but I’m never over riding the limits of the bike where gravel on the road, an animal or other drivers dictate how my ride is going to end. The agility and size of a bike offer me opportunities that driving a car doesn’t, but it doesn’t mean I open the taps just because I can. Balance is key.
There are times when a rider (or any road user) can be in the wrong place at the wrong time and no amount of skill will save you. For the riders (and anyone) who perishes like that, I have nothing but sympathy. They are the ones we should be reserving sainthood for. Not doing the things that you love, like being out in the wind on a bike, because of that possibility will neuter your quality of life. That doesn’t mean you have a free pass to be reckless though. Do dangerous things as well as you’re able.
I’m well aware of the dangers of riding, but I’m not going to throw a blanket of arrogance over them, and I’m certainly not going to describe recklessness as a virtue while hiding in delusions of blame. Doing a dangerous thing well has been a repeated theme on TMD, as has media’s portrayal of riding. Having our own media trying to dress up poor decision making as victimization isn’t flattering to motorcycling. If you can’t be honest about your responsibilities when riding perhaps it’s time to hang up your boots. If you don’t, reality might do it for you.
