To A Thousand Islands & Back

We're looking at a few days in The Thousand Islands at the end of Lake Ontario before my wife goes to a conference and my son and I head home.  Fortunately, between here and there lie some of the best riding roads in Ontario.  I finally get a chance to Ride the Highlands!

The ride out is going to be an avoid the GTA at all costs exercise (like most things are).  Other than getting pinched in Newmarket, it should be a straight shot across the top of population.  Port Perry is nice and once I'm past Peterborough, Highway 7 is a winding ride into Canadian Shield.

Where I drop off Highway 7 at Mountain Grove and cut down to the godforsaken 401 looks like a roller coaster of a road.  A quick blast (no such thing any more) down the 401 should finish the trip at Gananoque where I'll meet up with the family and we'll hang out for a couple of days.

The Ride Back is an even greater attempt to avoid the GTA, but this time with a find the twisty roads vibe.  Using ridethehighlands.ca I linked together a series of suggested roads to get my son and I back to South Western Ontario in the lest efficient but most pleasurable manner possible.

We meander north west from the east end of Lake Ontario before finally cutting south around the end of Georgian Bay.

If we leave Tuesday morning, we'll overnight somewhere around Haliburton before finishing up the ride on Wednesday.

All told it should be about 1300kms of riding some of Ontario's best roads.

LINKS
http://explorersedge.ca/ride-edge-check-2016-top-touring-roads-explorers-edge/
http://ridethehighlands.ca

Motorcycle Media: Ride with Norman Reedus

A well made piece of motorcycle documentary!

I've been watching Ride With Norman Reedus on AMC over the past few weeks.  What you have here is an incredibly approachable celebrity who is obviously a giant bike nerd doing all the rides in the continental U.S. that he's never gotten around to doing.

This isn't some Harley-or-nuthin kind of biker exercise either, Norman throws his leg over everything from a Rolands Sands BMW R9T Special to a Zero electric bike, and that's just in the first episode!  By the end of the season you've seen over a dozen machines from half a dozen different manufacturers.  Norman obviously loves his bikes and he isn't particular about the flavour.

He likes his customs, but you'll also find him riding
everything from state of the art Ducatis to 1950s
BMWs, often in the same episode.

Another nice touch is that this isn't a boy's own/Charlie & Ewan masculine and manly bike trip.  Norman goes out of his way to find motorcycle subcultures when he's riding, and that often includes female riding groups and partners.  You don't notice what a change this is from the usual testosterone charged motorcycle media until you see it done this differently.

The production values are excellent.  With aerial establishing shots and a wide variety of atmospheric images used throughout the ride, it doesn't feel like you're following a map so much as actually being where the ride is (much like you would on a bike).  Norman himself has directed film and published a book of photography, and he's frequently stopping to take photos of his own or bragging on the nice little SLR he's using.  A camera geek after my own heart!

In stark contrast to the hard man he plays in Walking Dead, Norman has an easy going Californian vibe that makes him both approachable and a joy to watch.  When a woman at Deal's Gap says he looks like Darryl from Walking Dead he shoots right back, "yep, that's me!" with a big smile on his face.

This show is going to get a lot of people interested in trying out motorcycling.  I hope to goodness AMC is already planning for another season (though calling five episodes a season is a bit much).  This show can't cost that much to produce and it has a ready and expanding audience.  Ducati and Triumph should both get a nod for obviously ponying up new bikes for use in this, but it was money well spent.  The others should be lining up to provide bikes for the next round.  A surprise riding partner or two (Valentino Rossi?) would be most excellent.  Having Vale show Norman around Tavullia would be epic.

In case it isn't clear, I'd highly recommend this if you enjoy travel documentaries.  If you're into motorcycles at all you'll love it.  Norman in Europe?  Norman in Japan?  With so many motorcycle subcultures to explore, this could easily become a world wide phenomenon.

30 Hours

Elora to Creemore to Owen Sound to Lion's Head to Oliphant and back home again in about 30 hours.  We started out as three and expanded up to seven at one point before finishing with the original three again.  It's amazing how much you can get done in a day...

Photos and video done on a Ricoh Theta 360° camera and my Samsung S5 smartphone.

Through the wind fields - Spherical Image - RICOH THETA

Elora Ontario on the bridge on 2 wheels #theta360 - Spherical Image - RICOH THETA

On the dock of Big Bay https://goo.gl/maps/eoWBzaD5FFN2 #theta360 - Spherical Image - RICOH THETA

Stills from the 360° camera...

Some other shots from the smartphone...

Perseverance & Patience

Steady on, it's not that bad.  I shall persevere!

The never ending tale of Concours carburetors continues.  My most recent attempt was to check the fuel amounts in each bowl and then reinstall and test (I'm getting very quick at this).

Once again the old Connie coughs and backfires and dies on throttle application.  The removals and re-installations have upset the old connectors between the carbs, which have developed a gas leak, so the whole thing came off (again) and is now apart on the work bench (again).


I contacted the local Kawasaki dealer for

The plastic bits that connect the carbs have
become brittle and leaky.

parts last weekend, but they've been radio silent.  The parts I need were easy enough to find, but maybe 22 year old carb bits aren't sexy enough to warrant a timely reply.  Maybe I should have ordered them online, in spite of a number of magazines lamenting people's lack of support for local motorcycle dealers.  Had I ordered them online they'd probably have been here by now.  Instead I'm left wondering if I can even get these parts.

The goal now is to take each carb apart, double check float depths and ensure all the internal jets and such are properly installed, then it'll all go back together again with new connecting pieces and go back on the bike (again).  With any luck I'll get some sort of clue that I'm moving in the right direction.  That's been the most frustrating part of this process.  I make changes and there is no change when I fire it up.  Whatever the problem is, I haven't come close to touching it yet.  At least a fuel leak is an obvious and easy fix.

Any day now...

And Then There Was One

When I started riding I began to voraciously consume motorcycling magazines.  It took me a while to figure out which ones were good, but for a while there I just went all in.  Being Canadian I thought it prudent to get a sense of Canada's motorcycling media, so I made a point of looking past the wall of American magazines to find a Canadian voice.

 The two I settled on were Cycle Canada and Motorcycle Mojo.  CC seemed to be edited by a writer with lots of motorcycle experience (rather than an expert motorcyclist with little writing experience).  Reading other magazines sometimes felt like reading a kid's essay that they'd been made to write.  No one seemed to revel in writing like Neil Graham did.  He was consistently acerbic, challenging and opinionated, but he clearly enjoyed writing.  I really looked forward to reading him each month.

I found Mojo a short while later.  Its modern layout (many other Canadian magazines looked like they'd been designed on a photocopier), and crowd sourced travel pieces got me hooked.  Mojo feels like it's put together by a community rather than a small group of motorcycle industry insiders who don't know how to write very well.

A few months ago CC arrived at my door.  As I got into it I discovered that the two writers who do the majority of the heavy lifting in producing the magazine were leaving.  Many readers seemed relieved to see the back of the complicated and difficult Graham, but I missed that voice.  A magazine that was once a drop-everything-and-read-it proposition (and Canadian!) was now filled with news pieces that looked like they were written by an ESL writer in single, giant paragraphs; a computer could construct better grammar.  The new writer they brought in was an old writer they'd let go.  His MO seems to be to say something controversial at the beginning of each article even if what he's saying is inconsistent from page to page.  The article on the new Harley Davidson is making fun of sport bike riders, the article on a sports bike makes fun of cruiser riders, and his recent piece on the new Honda Africa Twin allowed him to take pot-shots at adventure bike riders.  I get no sense of who he actually is or what he likes.  This approach seems disingenuous and makes me hesitate to trust him.

The newsletter modelled magazines that feel like they are driven by industry interests rather than independent editorial opinion have already been dropped.  Mojo & CC were my only Canadian subscriptions to renew, but now it's down to a single Canadian mag.  The hole left in the Canadian motorcycling publication landscape by Graham leaving Cycle Canada has made a sure thing a has-been.

 In the meantime I'm looking world-wide for my motorcycle periodicals.  The three I've settled on are Motorcycle Mojo (Canada), Cycle World (US) and BIKE (UK).  The last two are driven by professional writers who know motorcycles and not only write well, but seem to enjoy doing it.  I've never read a complaint about having to fill up space with writing or meet deadlines in either, although this seems to be a common subject for editorial discussion in many Canadian magazines.

I'm not reading any more magazines, Canadian or not, that make me feel like I'm reading an essay a kid was forced to write for school.  If the writing is that difficult, don't work for a magazine.  Writing is a skill unto itself, and it should be something you enjoy (it's what will make you work to improve it instead of just trudging up to deadlines while complaining about them in print).  Just because you're an expert in the subject area doesn't mean you're an expert at communicating it in writing.  Life's too short to read things written badly by people who aren't that good at it and couldn't care less about their writer's craft.

Expensive Aerodynamic Games

Those people paid to watch very highly paid drivers parade
around lap after lap and throw fits if anyone upsets the tedium.

I just watched the Spanish Formula One Grand Prix.  I used to be a huge Schumie fan and watched F1 religiously, but I've wandered away since I starting two wheeling.  It was an historic race with Max Verstappen being the first Dutch driver and youngest ever driver to win a GP race, but it was tedious.  Sky Sports' announcers tried to rev it up with one of the few attempted passes, which was then followed up by Sebastien Vettel complaining about an attempted pass.  Daniel Ricardo, the driver who attempted the pass said after the race, "I know no one tries to pass any more in Formula One, but I did, and it didn't work."

When you're working the air around a car that hard,you make
a lot of turbulence, which makes it hard to pass.  If you clip
another car with wings on it like this, you've probably just
done a million dollars in carbon fibre damage.  No wonder
they all drive around worried at being passed.

Having not seen an grand prix in a few years, I was surprised at how complex the wings have become.  The new normal isn't a front chin wing and a rear spoiler, it's layers upon layers of carbon fibre.  Thanks to complex 3d modelling the wings now consider wind flowing over them in all dimensions, so the wings have become these origami type pieces of industrial art.  You can only imagine what it costs when one gets clipped by a wheel.

The upside of all this aerodynamic black magic are cars that can corner like they're on rails because they have tons of carefully managed air pushing them into the pavement.  The downside is all that down-force creates huge turbulence, making passing next to impossible.  MotoGP doesn't produce passing stats, but based on any criteria I can imagine passing is orders of magnitude greater in MotoGP.

MotoGP has played with aerodynamics before, but because motorcycles change their angle of attack (they lean) when they corner, it isn't a relatively static shape that is always facing the oncoming wind blast.  As a result the benefits of consistent down-force while cornering aren't there for motorbike wings, but that isn't stopping MotoGP from pushing deep into it this season.

The vestigial wings on MotoGP bikes don't do much to glue the bike to the ground in corners (the main purpose of F1 wings), but they do provide some stability while under acceleration (keeping the front wheel from rising).  Turning a wing sideways makes it fairly useless, so acceleration is the only place it's facing the wind properly.  Even with these modest wings, riders are complaining that the amount of turbulence coming off machines has increased, making passing more difficult.  Between that and worries about wings clipping people in an off, there are obvious dynamic concerns around winglets.

Another problem with aerodynamics is that they're incredibly expensive.  You can only go so far with computer simulations before you wind up in a wind tunnel testing your designs, and wind tunnels aren't cheap.  Developing aerodynamics mean many models and constant refinement.  That the end results aren't that significant begs the question: why do it?

What I'd like to see is MotoGP ban wings.  The aerodynamic costs limit other manufacturers from considering entering the fray.  A strong multi-manufacturer competition is a big part of MotoGP's success.  That they create turbulence that makes following bikes unstable at speed and reduce chances of passing is another strike against them.  The aesthetic argument that they turn the simplistically elegant racing motorbike into a warty toad also rings true; winglets aren't pretty.

I love the high tech nature of Formula1, but aerodynamics have made the cars fantastically expensive with no real benefit beyond the race track.  Improvements to engines, transmissions and safety have a clear connection to the evolution of automobiles in general, but massive wings and tons of down force don't.  Watching a film like Rush reminds me of a time when drivers drove.  Today's races are more like a Moon shot, and the drivers astronauts.  In the last race Hamilton couldn't compete because he couldn't get his car to reboot, and Vettel is probably still upset that his carbon fibre wings might have been touched.  If I wanted to watch people who can't work computers I'd go to work, I hardly want to watch it in an F1 race.  If I wanted to watch people worried about how perfect their cars looked, I'd go to a concour d'elegance.

A Formula 1 with physically smaller cars and reasonable down-force limits could still explore the technical boundaries of driving on four wheels while encouraging something that looks less like a parade lap and more like racing.  Without the wings dripping off them and huge turbulence, passing could become a part of an F1 race again, perhaps so much so that drivers don't complain about a single attempted pass.  If F1 wanted to explore a more functional aspect of aerodynamics they should limit the massive wings but allow small, adaptive aerodynamics.  That's something that would once again be relevant to the evolution of the automobile.

I can only hope MotoGP doesn't follow F1 down this evolutionary dead end of aerodynamic inflation.  A bike festooned with wings wouldn't just be ugly, it would be irrelevant.

Can you imagine if the wings knocked each other, or got locked together?  I like my bike racing frenetic, fast and side by side.

Four abreast heading into the first corner?  The beginning of another frantic pass-fest in MotoGP.

F1 overtaking stats

Fundy Roads

The Bay of Fundy has the highest tides in the world.  The shape of the bay forces huge quantities of water into and out of the bay every twelve hours, making for a rather bizarre ecosystem.

A few weeks ago I spent a few days in Moncton at the Skills Canada National Competition, just up river from the bay.  All of the rivers and streams in the area have always wet mud banks on them as the tides rise and fall constantly, even miles inland.

I spent a tedious tour bus ride trundling down this road:

... which is every bit as bike friendly as it looks.  When it wasn't bending left and right it was chasing huge verticals.  On two wheels it would be marvellous!  Maybe next time.

After a nice ride from Moncton to Hopewell Rocks, you can walk along the sea floor, before a 40 foot tide comes in!