CBR900rr Aerospace Motorcycling

With the carbs sorted and the oil changed, the Fireblade sounds like the machine it is (ie: fantastic!).  On the to-do list now is chasing down some wiring issues and shaking down the rest of the bike because a monkey was working on it before and I don't trust his choices.

In working in and around the Fireblade, it's the little differences that add up to a bike 50+ kilos lighter than the Tiger and over 100 (!) kilos lighter than the Concours (while making 33% more horsepower than either).  At 195kg, the Fireblade is even 10 kilos lighter than my first bike, a svelte 2007 Ninja 650r.




The 'Blade makes lightness pretty much everywhere.  I'm particularly fond of the speedholes all over it.

When it isn't holey, it's reduced material wherever possible.  Even the rim spokes are thinned out:

Where Honda had to use material, it's the lightest they could manage...

Compared to the Kawasaki Heavy Industries bikes I've owned, this CBR900rr is a built for purpose thing that feels more like working on an aeroplane than it does a motorbike.

... and it sure is pretty.

The Desperate American Cruiser

I've been reading Inside Motorcycles, Canada's Source for Motorcycle News.  Their February/March 2015 issue has an article that underlines the desperation of the American cruiser.

In it they describe the Victory Gunner as over-priced, unable to corner and smooth.  They then go on to say, "...the Gunner is a bruiser, built to lurk about town striking fear into all those fancy Euro and Japanese machines."

If 'fancy' is code for motorcycles that can go around corners and out handle this 'bruiser' in every way, then I'll go with fancy.  My tiny Ninja 650r with only 37% of the Gunner's displacement, and not even a full on sport bike will trash this 'bruiser' in any straight line competition, and it corners nicely too.  It costs less on gas, less on insurance and looks fantastic.  I'll bet it'll have less maintenance headaches too.  So far, 'fancy' is looking pretty sensible.  

I'm not sure what the Victory Gunner is bruising (other than its rider's tailbone), but Inside Motorcycles has managed to clearly highlight the desperate, reaching nature of the American Cruiser in one short piece.  This 'bruiser' is a pretty boy who is designed to make its rider feel like a dude, but not ride like one.

I welcome this 'brusier' appearing out of the shadows and attempting to strike fear into my 'fancy' (and significantly cheaper) Japanese bike.  I will be sure to reserve a little pity for the mediocre guy on the 'cool' bike who desperately hopes it's working for him.

Chain and Agony, or, the End of Local Parts Suppliers

I've got to admit I'm a bit pissed off.  After trying to wrap my head around chains and sprockets online I decided to buy locally and have a chat with the parts desk at my regional dealer.  Since it was my first time doing a chain/sprocket replacement I figured I'd pay the extra cost and get some face to face advice.

Trying to get details out of the parts-desk guy was like pulling teeth.  He seemed frustrated with my questions and didn't offer up much.  I guess the logic there was, 'just bring it in to service.'  I left paying over $300 taxes in for what would have cost me $240 online, but was none the wiser.  I was at least assured that these were the specific parts I needed.

After a series of confusing and frustrating situations, here is the advice I wish the parts guy at the dealer had given me:

The Ninja 650r uses a 114 link chain, he gave me a 120 link chain but told me this was the stock chain especially for my bike.  He's not wrong, but he didn't tell me I'd have to 'break' the chain.  Here is how I wish it'd gone down:

You're going to need one of
these to break and master
link up a motorcycle chain.
It isn't expensive (about
sixty bucks)

Parts guy: "I'm ordering you the chain size for your bike, but it comes with six extra links.  When it comes in I'll get one of the guys to break the chain so it fits your bike specifically.  If you want I'll even ask him to do it when you come to pick it up so you can see how he does it."

He could have sold me a $60 tool (probably for more) and I would have left knowing what I was getting into, instead all I got was the exasperated face.  

When I hung the chain on the bike it was way too long (it was a 120 link chain going on a 114 link bike, but I didn't know that at the time).  I had to go digging to find out why the chain 'specific to my bike' obviously didn't fit.

This experience asks a larger question about brick and mortar stores versus shopping online: why would I spend the gas and time driving there and then pay the extra 20% for the experience if I can pay less online?  If there is nothing value added in me bothering to buy at full retail locally, then why would I do it?

Second up, I wish he'd have offered me some pragmatic advice for doing my own chain work:

Parts guy: "Is this your first motorcycle chain?  It's pretty easy to mess it up.  I'd suggest going for a basic O-ring chain for your first go.  If you botch the job you're only out fifty bucks and you've learned something."

I ended up buying the bells and whistles X-ring chain on his advice, and then breaking it a link too short (after looking up how to do that on that paragon of customer support, the internet).  It's an expensive learning experience breaking a chain so that it doesn't fit my bike.  At least it's still over 110 links and a 520 sized chain, meaning it'll work on a lot of other bikes.  Now I've not got to decide whether to seal it up and wait for an ideal use or try and resell it (at a loss).

One way or another, I don't think I'll be driving down to the local dealer again for parts, I get my questions answered with more patience on the internet, which beggars belief.

Note:  a couple of days later I went online and picked up a basic O-link chain from the same Japanese chain manufacturer from

Canada's Motorcycle (35% cheaper than the equivalent chain from the dealer).  In a matter of moments the chain was on its way (free delivery).  It got here in the same amount of time it took the dealer to order it in (but I didn't have to drive down to the city twice).  I'm all for buying locally and helping out the area economy, but if local business don't realize how they can add value to a local buying experience they're going to kill it stone dead.

Note²:  maybe it's only a motorcycle dealership thing.  I went to RONA to make an order for deck parts and they couldn't have been more fantastic, same with Universal Rentals in Fergus, equally awesome customer service.  Are motorbike shops just too cool to care?

Note³: See the followup post on how to break/shorten/master link a new bike chain for how-tos. 

Yamaha's FZ-09: the universal bike?

Since having the dream of a stable of bikes mangled thanks to the cruel calculus of insurance companies, I've been thinking about putting my eggs all in one basket.  In looking over this year's offerings one really stands out for me as a bike I could develop a long term relationship with.

What I'm looking for is a bike that offers a standard riding position so it'll take to a variety of riding tasks.  I like the look of a naked bike and I'm a fan of efficiency, so light weight is a must.  So, an all-round naked bike that's light on the scales, fits a big guy well and is dependable so I can make some miles on it.

Fortunately Yamaha has come out with the FZ-09, and it checks a lot of boxes.  At a light-weight 414lbs and with a strong three cylinder engine, it's a step up in power from the Ninja without heading into litre-bike territory.  It's standard riding position offers much less lean and deeper pegs for my too-long legs.

While the 650R is a sport-tourer, it sill puts me into
much more of a crouched riding position.  I enjoy
the bike, but creak when I get off after a long ride. If
I'm carving up corners, it's a beast.  If I'm trying to
make some miles?  Not so much.

An almost 1 inch taller seat, barely any forward lean
(11° less than the Ninja), 4% less bent knees, and
14% less crouch.  An all purpose bike that
fits nicely?  I hope the FZ feels as good as it should.

That 414 lbs means the FZ-09 comes in 26lbs lighter than the Ninja, and it manages to do it while carrying one more cylinder and an additional 200ccs.  The FZ is even 16 lbs lighter than a KLR, which makes me wonder what a scrambler FZ might look like.  With some knobbly tires, wire wheels, longer suspension and guard, there aren't too many places it couldn't go.  RTW on an FZ?  Perhaps!

Is there such a thing as a universal bike, maybe the FZ is it...

And it even comes in orange!

There isn't much I wouldn't do for an athletic red-head...

Track Day Dreams Part 2

For a first trackday using an intermediary like Pro 6 Cycle gives you the support you'd need to ensure your bike is prepped well (they have tires, mechanics and other bits and pieces on hand).  Pro 6 runs track days at Calabogie Motorsports Park in Eastern Ontario.  It happens to be on the other side of some of the best riding roads in Ontario, and on the way to my buddy's house in Osgoode.

A couple of hours at speed on the highway and I'm up past
Gravenhurst and turning toward the Haliburton Highlands!

For me the trip is a Southern Ontario grind out and up the 400 before turning east to face some of the nicest roads in Ontario.  Giving three hours for the highway part, I'd aim to meet up with Jason somewhere in the highlands and then we could ride the twisties to Calabogie.

Day one would get me into the Highlands.  Day two would be riding twisties.  Day three would be the track day at Calabogie and Day four would be the return ride home.

To prep for the track day I'd swap out coolant for distilled water at home before the trip and practice stripping the bike down (covering and disconnecting lights, removing mirrors).  I'd also strip the bike back as light as possible, removing the passenger pegs for single pegs, the toolkit, any extra attachments at all.

I'd get a big duffle to carry my gear for the track day (I'd carry rain gear and clothes in a separate, smaller bag).  The track duffle would have to be big enough to carry track leathers, tools, a bike stand and the parts needed to prep the bike.  The idea would be to get to the track and be able to open up the bag and prep the bike quickly and efficiently.

The trackday bag would open up trackdays around Ontario, and once I'd experienced how the pros at Pro 6 Cycle do it, I'd be able to prep better for future days.

I'm a ways away from this at the moment.  Here's a wish list of needed bits and pieces:

A Vicious Cycle
Firstgear-Torrent waterproof duffel = 40l... should carry everything needed for a trackday...

$84

motorcyclesuperstore.ca
Alpinestars S-MX-5 Boots




$264

motorcyclesuperstore.ca
Alpinestars GP PRO one piece leather suit
Size 50 - this one's a bit tricky.  I'm everything from a 2-4x (tall, long in the body, shorter in the leg and triangle shaped)
$857 (on sale!)

A full body suit is going to be a tricky proposition off the rack.  There are some custom options out there, but you're buying from the other side of the world and I imagine returning a poorly done suit would be next to impossible.  That TopGearLeather site offers custom race suits for less than the off the rack retail suits (~$600), but caveat emptor (they may be awesome, I don't know).

motorcyclesuperstore.ca
Alpinestars GP PLUS gloves


$190

motorcyclesuperstore.ca
Schuberth SR1 Stealth Helmet



$950

motorcyclesuperstore.ca
Vortex V3 rear bike stand


$90 (+$70 wheel kit)






So I'm looking at about $2600 worth of riding kit before I even start considering the bike, and I'd want to consider the bike.  I'd start with the current Ninja 650r and build up experience and certifications, but I'd eventually like to get into The Vintage Road Racing Association.  The dream would be race prepping a 1980s Honda Interceptor (strip lights and extras, whittle it down the bare minimum, race prep the engine), and race it!

Racing ain't cheap.  I'd be dangerous if I had a lot of money and free time on my hands.  Since the summer's almost over and I'm back to the classroom, I'm hoping to put together (Kijiji, ebay, whatever cheap alternative I can find) the bits I need to get myself on a track next year.

If I can't arrange the equipment, I might (make a big) ask for the Racer5 3-stage introduction program.  It's one hell of a birthday present, but if supported track days cost you about $250 a pop anyway, paying an extra hundred to rent someone else's bike and get close instruction seems like one hell of a deal.

LINKS

• Respster Wears race suit (ebay)
• Leatherslink race suit (ebay)
• Leatherslink site
• Jackets4bikes (ebay)
• Spartan Leathers (I like this one, less, as they say, 'ricky racer')

FOLLOWUP

I tried on the Joe Rocket race suit at Royal Distributing the other day.  It was a 46.  It fit at the shoulders and waist/legs, but it was too short in the body.  If I were proportioned properly I'd be about 5'11", but with this long body I'm 6'3", my inseam is only 32".  I'm hoping a 48 is a bit longer in the body, and would be a loose fit everywhere else.  I wish there were more local places I could go try race suits on.  If RD gets a 48 in, that might end my quest for a suit for now.

Travelling Ninja

A Vicious Cycle got me the kit for the topbox mighty quick (the day before they said it would get here).  It was a quick fit and install.  With the topbox and backrest in place, my son has a much more comfortable pillion to sit on.  A Vicious Cycle makes it easy to get sorted with the right kit, letting you search by bike and get kit specific to your machine.




  

 

 The setup is very solid.  The Givi monolock seems very stable and the frame was all first rate.  There were no problems with installing it.

The 26l topbox might seem small, but for a svelt bike like a 650r Ninja, it's a well proportioned fit.

 $320 all in (including shipping & taxes) for the Kappa case, the Ninja specific mounting bracket and the Givi monolock base.

n00b at 43

Tim's Motorcycle Diaries

I've always wanted a motorcycle.  The simplicity and immediacy of the relationship between rider and bike has always appealed.  Finally, at the age of 43, I'm becoming a rider.  A couple of weeks ago I sat in an MTO drivetest centre and wrote my M1, so I'm now licensed in the most rudimentary way.  Next weekend I'm taking my training course at Conestoga College in Kitchener. Following that I hope to be on the road.

This blog will trace the process and development of my riding.  I've dug up a couple of entries from another blog that show why I've gotten into riding now.  They should provide some background for what is about to happen next.

A Nice, Canadian Magazine to get you into the hobby...

In the meantime, I've been looking through motorcycling magazines trying to find one that fits.  I'm not a Canadian publications at all costs kind of guy, but Cycle Canada offers smart writing on a wide range of subjects related to the sport (hobby?).  Being a rider in Canada is sort of like being a surfer in Greenland, you can do it, but you've really got to want to.  The place itself isn't really conducive to the activity.  I feel like Cycle Canada approaches this with honesty, humour and wit, while peeling off many of the preconceptions around biking.  Before I began reading it I thought most people think Harleys are the be all and end all of motorbiking.  I was glad to learn that they aren't.  I like 'em so much, I just subscribed.

Getting Your Bike License in Ontario

Getting the M1 was easy enough.  Ontario has a graduated licensing system for becoming a motorcycle rider now.  The M1 is a sit down, multiple choice test on the basics of motorcycle operation (which you pick up from a Motorcycle Handbook you can get for about $17 from any MTO licensing office).  There are also multiple choice tests on road signs and basic driving situations.  There are 20 questions in each set and you can get up to four wrong and still pass (so you need an 80% on each piece).  I've had my G class (regular car) license for 26 years, I didn't study for either of the general quizzes and got only 2 wrong.  If you pay attention to your driving, I'd suggest focusing on the motorcycling handbook.  If you have no idea what is happening around you or what signs mean, it might be time to review the general stuff.

I should add, the general driving portion was very wordy.  Remember those long math word problems you used to get in school?  Like that.  It was almost like it was designed to test your ability to parse complicated text more than it was about rules of the road.  Be ready for that and take your time with it.

You have to go to a drivetest centre to write the M1.  There are many scattered around Ontario but only a few open on weekends.  It took me a couple of hours to get to the counter, write the test and then get the results.  They tell me it isn't always that busy.  The old guy who blocked the only open gate for an hour arguing about his license didn't help.  The M1 costs you about $17 to write.

After the M1 written piece, the idea is to go out and get experience.  You have 60-90 days with your M1 before you have to move on to M2.  M2 you can have for up to 5 years, but if you let it lapse after that you've got to start over again.  After your M2 road test you become an M licensed driver with full privileges.  Conestoga College offers a driver training course for beginners that moves you from M1 to M2.  I'm signed up to go next week.  It costs about $400 and I'm told you're at the bikes they provide a lot over the one night and two day long course; it's very hands on.  At the end of that course I'll have done what is needed to pass the M1 driving test to move on to M2.  M1 means no driving at night, or carrying passengers, or 400 series highways, and no alcohol in your system at all.  M2 is still no alcohol, but you can do the other things.  You usually have to wait 60 days to get your M2, but if you take the course they shrink that time.  I should be able to push up to an M2 in mid-May after taking the course in early April.  I plan on riding at the M2 level for at least a year or two before getting the full M license.

Insurance

I called the company that I've been with since I was a teen (who has made a small fortune off me) and asked for a quote on motocycles.  They told me to come back in two years.  They then said I should call Riders Plus.  They were very helpful.  Talking to a friend afterward, he's been riding for thirteen years and has been with Rider's Plus the whole time.  He's paying about $600 a year for a 2000 500cc Ninja.  I'll be paying about $1300 a year for a 2007 650 Ninja, to give you an idea of what the insurance looks like.




I'll throw on a couple of older posts showing what I've been reading and why I'm going through this now.  Over the next few days it looks like I'll become the proud new owner of a 2007 650r Ninja that has been painted an unfortunate flat black by an adolescent male of questionable taste..  With the bike in the garage and the course next weekend, I should be insured, plated and on the road by mid-April.

More to come as it happens.

Sidecar for my Side Kick

Side cars are cool!

I've been thinking about getting a second bike, one that lets me do some distance with my son (and wife if I can convince her).  I'd initially wanted to get a Royal Enfield with a side car so we could Harry Potter it up.

Like a fish in water.

All together that's about a $12,000 new piece of kit.  I love the classic looks but with a 500cc engine, the RE wouldn't be brisk, though it would be frugal.

Something that might fit better happens to be for sale in Guelph just south of us with an asking price of $5000.  I didn't know anything about XS1100s, though the sidecar was done by Old Vintage Cranks so it'll be done properly.

Looking into the XS Eleven, I found some interesting history.  A monster bike in its day, it was known as a fast, heavy machine that you needed a sledge hammer to roll over in corners.  Since it's with sidecar I'm not so worried about laying it down.  It would certainly have the pickup needed to move a sidecar rig and would have enough grunt to manage all three of us.  At less than half the price of the Royal Enfield (though with less of the classic look I like and over 70k on it), it has some appeal.

As a second bike I'm hoping for something very different from the Ninja which I'd still like to hang on to because I'm not finished learning from it yet.  A big, classic Yamaha with side car is about as far from an '07 650r Ninja as you're going to get.

http://guelph.kijiji.ca/c-cars-vehicles-motorcycles-touring-xs1100-yamaha-special-with-sidecar-W0QQAdIdZ529601037

...bike is vintage & in great shape needs nothing for cert, sidecar is new cost $5500 to purchase & have installed by OVC the sidecar pros! comes with gel pak in newly recovered seat,, am/ fm/ USB for ipod or iphone cd sounds fine on the highway.

The Stable

My dream garage always had to be kind of huge to fit all the cars I wanted in it.  With the new bike
infatuation I get to dream of a more condensed (and plausible) dream garage.  It's still got room for the necessary evil (I live in Canada, some days a bike just won't do it), so I took the two car garage and doubled it to make a workshop in the back.

The car garage is separated by a dividing wall with a single garage door in it to allow larger vehicle access into the workshop.  There is a half size roll up door on the side for direct bike access.  The garage is wired in, but also has a turbine and solar collection.  In the winter this runs the high efficiency heater in the workshop.  In the summer is pushes a small, high efficiency air conditioner into the workshop.  The goal is to keep the workshop above freezing in the winter and below 25 degrees in the summer.

The battery packs and computer controls for the wind turbine and solar inputs are upstairs, as are the heating and cooling units, both of which feed into the workshop directly.  There is also room for storage upstairs.  Access is made through a pull down staircase in the back of the car garage.

The workshop has space for 5-6 bikes, though I think I'd keep 3 working bikes on hand, and one project bike.  I'd also keep a shed at the side for a couple of dirt bikes.

As for what I'd fill the workshop with, at the moment I'm all about the British bike.  A Triumph Street Triple, a Royal Enfield Classic with a sidecar and a Triumph Tiger 800XC would be what I'd have on had to regularly ride.  The other side of the shop has the half car/half bike Morgan3 Trike.

Royal Enfield Classic with sidecar

Triumph Tiger 800XC

The Tiger is a great all rounder that can get you anywhere.  A nimble adventure bike that also loves to carve up roads, this'd be my go to for long rides.

The Royal Enfield Classic with sidecar is a classic with modern technology.  It would let me share the open road with my son in a way he'd truly dig.

Triumph Street Triple

Morgan 3 Wheeler

The Triumph Street Triple is a naked bike built for the road.  It's fast, responsive and sounds wonderful.  This would be my dedicated road bike.

What I don't show in the plan is the project bike.  This would change quite frequently, depending on how much work the bike needs.  At the moment I think I'd like to bring an '80s Honda Interceptor back from the dead.

Honda VFR 750 Interceptor

The idea behind the dream garage is to have a workshop for bike maintenance and restoration.  I've really enjoyed restoring the 650r Ninja I've got now, and I'd like to keep doing that kind of work.  To that end I think I'd include a bike sized bench style spray booth, as well as a compressor in the workshop.  I enjoy both mechanical as well as body work, and it would be nice to have the space and tools to do both well.