SMART Adventures: What Trials Bikes Can Teach You About Motorcycle Control

I'm still thinking over our day this past July, 2020 at SMART Adventures Off-Road Training.  This was our third year taking off-road training with this fantastic program that runs out of Horseshoe Resort just north of Barrie in Ontario, Canada.  If you're interested in expanding your bike-craft, this program will do just that, and they're open during the summer of COVID with all appropriate safety in place (masks, social distancing, temperature testing of all people prior to starting, etc).

Last year Clinton Smout, the owner and head instructor at SMART, had us all try balancing on a stationary trials bike, and that got me thinking about doing a session with them this time.  I'd watched Ross Noble take a run at the Scottish Six Days Trial on TV which was gruelling and battering to his ego and always wondered just how different trials bike are from dirt bikes, so here was my chance!

What is 90 minutes of trials riding like?  Very difficult.  Just to get going you have to give it a bit of gas and let out the clutch and then lift your foot up as you start moving.  Screw it up and you're hoping along on one foot trying to keep the bike upright as it tries to jump out from under you.  Starting to move on these bikes is harder than any other bike you're ridden, and that's just the beginning.

I was on a GasGas 250cc two stroke trials bike, and it was like trying to hang on to a wild horse (I presume, I've never tried to ride a wild horse because I'm not crazy).  It weighs about half what I do, has way too many horsepower and tries to squirt out from under you at every opportunity.  I got Clinton as an instructor this time and he made a point of highlighting just how mad these things are.  The brakes have thrown people over the handlebars and the acceleration has had people wheelie the machine on top of themselves, so if you're going to touch the gas or brakes expect it to respond way more suddenly than any other bike you've ridden.

How do you handle this madness?  The clutch!  A finger on the clutch and a finger on the front brake will reduce the arm pump you're going to experience (Clinton was right, I've gotten good at dirt bikes and can stay loose, but on this crazy thing my forearms were throbbing after an hour).  Without supreme clutch control you're going to launch yourself into the sky on a trials bike.  If you crack the throttle to make it go it'll try and throw you, if you hit the brakes too slow down it'll try and throw you.  You need to modulate the clutch to manage these inputs with any kind of finesse.

I like to think I picked this up pretty quickly.  The GasGas never threw me and I handed it back in the same condition I got it.  Like everything else I've ridden my long body meant my back was what was taking the brunt as I had to bend over the machine.  If I were ever to get my own trials bike it'd have risers or modified handlebars so I can stand straight up on it.  Were I to go after trials riding (and a part of me is very trials-curious), I'd enjoy the violent focus it puts on your control inputs the most.  Once you catch up to what the bike expects, it raises your clutch control to god-like levels.

In the afternoon I took out a Yamaha 250cc dirt bike and couldn't believe what that intensive morning on the GasGas had done to my clutch hand.  Instead of too much gear changing or braking I was modulating the clutch constantly to ride smoother than I ever had before.

It takes a trials bike to make dirt biking seem easy.

Suddenly situations that might have made me stop and adjust my gearing didn't matter.  Between clutch and throttle I could manage deep sand, mud, 30° inclines (in deep sand) and axle deep puddles without hesitation.  I couldn't believe the difference.  When we stopped my son's ATV instructor said, "ok, you know what you're doing", which was a fantastic thing to hear.

If you have access to SMART Adventures (you can get yourself to Ontario, Canada in the summer of COVID), go.  It'll improve your bike-craft even if you're a pavement focused rider.  After you've got the off-road basics down take a swing at trials riding.  It'll give you an appreciation of clutch control and drill you so aggressively in it that your left hand will come out of it with the twice the IQ it came in with.

I even notice it while riding on the road.  I was out on the Honda Fireblade the other day and noticed that my clutch hand was modulating the bike in new and interesting ways.  In mid-corner as I'm winding out power my left hand is helping the bike deliver drive smoothly without me realizing it.

I'm a strong advocate of life long learning and applying it to your bike-craft should be every motorcyclist's main purpose.  If you want to keep enjoying the thrills of riding you should be looking for ways to better understand the complexities of operating these machines.  A couple of hours working with trials bikes did that for me.  I wish I had the means to chase down an ongoing relationship with these visceral, demanding and ultimately enlightening machines.

A Tim's Top Gear Rick & Morty Themed Travel Challenge: We're going to Windigo, Morty!

I'm a big fan of Top Gear, and I especially enjoy their travel/challenges.  I've always dreamed of planning one, getting people silly enough to commit to it and then making it happen.

In the summer of COVID I'm finding myself daydreaming of possible adventures, so I started poking around on the internet trying to find how far north roads go in Ontario.  Bafflingly, Ontario has never connected to its own north sea shore by road.  For a province that has thousands of kilometers of ocean shoreline, Ontario seems intent on convincing its citizens that it's land locked.  I'd love to ride 1000kms north to the sea, but it's not an option.  James Bay is roughly in line with Scotland, so its not like it's in the arctic.

In the meantime, it looks like Windigo Lake north west of Thunder Bay is as far north as you can ride in Ontario on your own wheels:

...which offers us a great thematic riding challenge!  It's time to go to Windigo (instead of Bendigo), Morty!  Here's the inspiration in case you're not hip to Rick & Morty:

Here's the Top Gear style WE'RE GOIN TO WINDIGO, MORTY! Moto Travel Challenge:

• Each participant gets a $3000 budget for a bike and any farkles that must include a safety certificate.  Ownership is by WG2W Productions, pending the bikes return to Elora within 10 days of the event, at which point ownership is signed over to the rider.  Safety and taxes should be about $400, so that leaves about $2600 for a bike and farkles
• Insurance and ownership is managed by the event
• All riders must have a valid Ontario M class license
• Camping equipment is provided to each rider individually based on a sponsored selection of gear (rider's choice)  Each rider will be provided with bear gear.
• Each participant has to do any repair or maintenance on their own bike.  Only other competitors can assist.
• Google maps says it's a 27 hour ride to Windigo.  Riders can only be on the road between 7am and 7pm, so the most efficient (and luckiest) should arrive in Windigo on day three in the morning.  At 12 hours per day of possible riding, 27 hours =  2..25 days of riding.  The earliest rider with a perfectly timed ride would arrive at Windigo at 10am on day three of the event.
• Timing for the event takes into account speed limits.  Any rider caught speeding is disqualified.
• Any overnight stops while riding to Windigo must be wild camping following leave-no-trace rules.  Proof of camp site cleanup must be included on rider GoPro footage or a time penalty is applied.
• The rider who gets to Windigo (getting to Windigo means arriving at the lake on your bike and dipping a toe in) as close to 27 hours of riding after leaving the start line as possible, wins!
• Riders can choose how to use their daylight hours to ride.  In the case of a tie, the rider to get to Windigo the soonest and closest to 27 hours of riding after race start wins
• Winner gets a We're going to Windigo, Morty gold medal.  There will be silver and bronze finalist medals too.  Smallest displacement and oldest bikes who finish also get awards
• Any participant who finishes this long distance riding rally and is able to ride back to the start line within a week of the competition end can keep their bike! 

...followed by 469kms of
challenging unpaved roads
to the end of all roads.

A paved odyssey...

This isn't an easy ride.  It starts with almost 1700kms of riding on paved roads ranging from the biggest freeway you can imagine to single lane tar patched, northern frost heaved back-road.  You've then got almost 500kms of riding gravel up to where all roads end at Windigo.  Trying to do this on a one trick pony like a cruiser would be entertaining, but likely unsuccessful.  This is a challenge for a multi-purpose motorcycle!

The 599 highway isn't Google car photoed once you get on the gravel, and you're constantly dodging lakes this deep into the Canadian Shield.  The closest I could get was this photo of the Mishkeegogamang Band Office, which shows a graded gravel road out front.  Fuel stops are few and far between, some cunning planning will be required!

BIKES

There are some interesting choices at the bottom end of the bike market in Ontario:

A bike that'll handle the off-road part of this trip, though it isn't built for the thousands of kilometres of paved road leading to the hundreds of miles of gravel fire roads.  Capable of handling the camping gear too.  Should come in on budget on the road.

Low mileage, in good shape and comes safetied, so you'd have a bit left over for farkles.  It'd chew up the pavement side of WG2W effortlessly, but that windshield might never see Windigo (Morty).

Big Honda touring bike, high miles, but it's a Honda.  It'd be a handful on nearly a thousand kilometres of gravel, but some people like that.  Should come in under budget and ready to make miles.  The paves stuff would flash by on this and it could carry camping gear with ease!

Low miles, Kawasaki dependable, in great shape.  The Versys is short for versatile bike system, just what you'd need to get to Windigo (Morty).  The 650 is a lightweight bike that'll handle gravel, and it has luggage and mounting points for some soft bags.  I'd probably be able to get it for $2300 certified, which gives me a bit for some soft saddle bags, then I'm off to the races!  This'd be my choice.  Might spill my extra cash on some 70/30 semi-off road tires.

There are lots of other interesting choices that you could get road ready for under three grand in Ontario.  Seeing what people choose and how they prep the bike for long distance, multi-surface, remote riding would be half the fun.  To stretch the choices there would also be trophies for the oldest bike and smallest displacement bike to finish the ride, so some people might go after those rather than the timed competition.

PRODUCING IT FOR TV

All bikes have GoPros to capture footage and all riders agree to provide at least 15 minutes of speaking to camera dialogue per day while in the rally.  All competitors have to document their camp build and take down.  There will be a production/sweeper vehicle with a trailer in case of any bike failures.  The vehicle will be able to provide technical support in remote areas and be designed for the gravel portion of the event as well as offer a central point for production and media management.

Competition begins when all riders have their bikes delivered to a shared garage space in Elora.

Film Schedule:

Day 1:  All bikes have arrived.  Bike familiarity and maintenance, bike paperwork taken care of, all riders and production crew doing piece to camera introducing themselves and talking about the event and prep

Day 2:  Bike familiarity and preparation, filming continues

Day 3:  Bike familiarity and preparation, finalizing ride planning, filming continues.  All bikes in park ferme at the end of the day ready for the morning's off.

Day 4:  7am Race start in Elora.  Filmed by production vehicle crew and GoPros on bikes.

Production vehicle stopping in Thunder Bay on Day 1.

Day 5:  7am start.  Production vehicle stopping at Windigo to await arrival of riders (riders who arrive early will have a major penalty, so no one should be there until day 3)

Day 6:  Production vehicle at Windigo Lake awaiting arrivals.  End of day 6:  close of event party on Windigo

Day 7:  All rider camping gear to be taken in by the support vehicle for a lighter ride back.  Sweeping the road south to Silver Dollar (the beginning of pavement).  All competitors camping at Silver Dollar Campsite that night.  Confirm end of event with all riders.

Day 8:  Retrace/sweep route to Thunder Bay.  End of rally event in Thunder Bay.  Riders who want to keep their bikes have 3 days to return to the workspace in Elora in order to claim ownership.  Riders who want to find their own way home can do so and bikes will be transported in the trailer.

Day 9:  Production vehicle sweeps south clearing any bikes that have been parked.

Day 11:  Any bikes that have returned to the workspace in Elora have their ownership turned over to their riders.

Episodes:  45 minute edited

1)  Introducing riders, bike selection and  preparation - possibly include off-road training at SMART Adventures?

2) Rally Start:  day one on the road

3) Rally Continued:  day two on the road

4) Rally Conclusion: day three on the road and rally winners and finishers highlighted

5) where did they go missing riders review, post rally interviews while returning to Thunder Bay, final presentations in TB, sweeping up, who got to keep their bikes

Total production time:  3.75 hours of edited footage

Other opportunities:  Work with SMART Adventures out of Horseshoe Valley - include bits on how to ride off road, what riders can expect, how to manage bikes on loose surfaces.

Rough costing:

8 Competitors @ $3000 per bike = $24,000

Production Vehicle Cost (rental & gasoline):  $3000

Insurance & Paperwork costs at $1000 each competitor = $8,000

Production equipment (cameras, drone, on bike GoPros):  $5000

Production team hotels:  4 people x 2 nights Thunder Bay, 1 night on the road back, 2 nights camping in the north = $2000

Camping gear:  $1000/competitor + production crew = $10,000 (mitigated by sponsorship?)

Total rough budget:  $52,000.  Estimated budget:  $60,000   (mitigated by sponsorship)

Sponsorship opportunities:

- workshop/repair centre where bike setup takes place

- motorcycle farkle manufacturers or suppliers

- camping gear supply

- Tourism Ontario

- Northern Ontario

- motorcycle manufacturers

- competitor sponsorship

- Rick & Morty Themed prize swag

Stunt Riding is Easier Than You Think in Ontario (and everywhere else evidently)

We were at SMART Adventures Off-road Training last week.  You should go, same price as a day out watching professional sports-ball, but you're the athlete and what you learn there will raise your bikecraft to another level.  While there I got an opportunity to go out for a ride on the new BMW 1250GS with the legendary Clinton Smout.  The new GS is a thing of beauty and a very capable machine, but what struck me most about it was how high the handlebars are set; the bike is very easy to ride while standing on the pegs, which is one of the 'command' positions when riding a dual sport or adventure bike.  I'm a tall guy (6'3") and often have to bend too much to operate a bike from the pegs, but not on that GS. 

We switched to the big bikes after a couple of hours riding trials bikes, which don't have seats at all.  Standing up for that long on these super light weight, powerful and very twitchy machines pretty much wiped me out, so a chance to ride BMW's latest evolution of the legendary GS was a nice change.  It was a blisteringly hot day well into the mid-thirties Celsius and I was drenched after the trials gymnastics, so I did what I usually do and stand up on the pegs once we got moving to air out a bit and get a feel for how the bike moves.

Clinton doing pre-flight checks on the
BMW - it's a digital machine.

When we stopped for a coffee Clinton said something that surprised me.  A friend of his was charged with "stunt riding" for standing on his pegs while riding.  He wasn't doing anything silly or speeding, he just stood up on the pegs on a bike designed to help you control it that way.  This charge is an officer's discretion situation and the OPP officer who pulled him over who may very well have no understanding of motorcycling or this kind of dual purpose machine made the decision that this was stunting.  He fought it in court, but the judge told him if he wanted to stretch he should just pull over to the side of the highway and stretch, which is the kind of advice that'll get you killed.  Along with that bad advice he got whacked with a crippling stunt driving charge.  I can't imagine what this does on your driving record for insurance, let alone the fines and possible jail time.  This is the same charge as doing over 150 kms/hr on a public road!

I've frequently stood up on the pegs while riding in order to maintain a level of comfort by cooling off or stretching that would allow me to ride with better focus.  I've only done this on adventure bikes designed for it and there is no intention of stunting in this.  At other times I've done it to navigate particularly gnarly pavement and construction or provide greater situational awareness by better seeing what's ahead.  The types of bikes I ride are designed to use this variation in rider position to actually enhance control of the vehicle.  Ignorance of the law is no excuse, but ignorance of riding dynamics and best safety practices are evidently par for the course.

The only place 'motorcycle' is mentioned in the law is around wheelies,
otherwise generalizations about cars are all we get.

There was a recent local news article that talked about all the stunt driving going on in the area.  One of the infractions listed in from the Ontario Traffic Act where it looks at the definition of stunt driving is driving while not in the driver's seat.  The intent there is obviously aimed at a car, but Ontario likes to cast a wide net so it can charge citizens and tax them with fines without question, so the vagueness is left in there intentionally and it cost Clinton's buddy big.  This once again reminds me of just how aggressively Ontario pillories motorcyclists.

I'm very conscious of how physically challenging motorcycle riding is and consider it a priority to retain maximum focus and control of these potentially dangerous vehicles.  In Ontario, where riders can't split traffic and filter, and where temperatures in the summer can easily hit danger levels, the unprotected motorcyclist under the baking sun is forced to sit in stationary traffic and fumes and isn't even allowed to stand up to get some air when things move?  It's like Ontario wants to kill people who ride.

I've gone on rides at various times where road conditions are such that standing on the pegs actually helps me navigate circumstances and manage road hazards more safely.  Standing on the pegs can, as CycleWorld describes it, turn "you into a dynamic part of your bike" and "an active part of the suspension."  Thanks to Ontario's vague laws and officious police force and judiciary I can get had up for stunt riding when I stand up to correctly navigate terrible road surfaces (of which Ontario has many), road construction (of which Ontario has lots) or if I simply need a better look at what is happening ahead.  Situation awareness is just another one of the many benefits of standing on your pegs, but Ontario is more interested in charging citizens with harsh, non-specific generalizations that can financially cripple them than it is with focusing motorcyclists on safe operation.

The general advice online is if you need to stand just lift your butt a bit so you can make the argument that you aren't standing - you are and you're breaking the law, but at least you're putting your life at risk doing it wrong so it looks legal.  This doesn't offer you optimal control, but safe operation of a motorcycle isn't what we're going after anymore, is it?  The other way out is to have a nice, amiable chat with the officer and assure them that what you're doing is pertinent to the nature of the multi-disciplinary machine you're on.  You might not be able to make that argument with sports bikes or cruisers, but if your bike has any off road pretensions, standing on the pegs is something it was designed for that actually helps a rider manage difficult terrain while offering real benefits in situational awareness.

Next time I'm on an atrocious Ontario road getting my teeth knocked out by a loose and dangerous surface I imagine I'll do the safe thing and stand up to better manage it, but I better keep an eye out for the law while I do it.  Wouldn't it be something is safe vehicle operation was what drove our laws instead of vagaries that allow officious cops to make criminals of otherwise law abiding citizens?


LINKS & RESOURCES

https://www.ontario.ca/laws/regulation/070455
Ontario's Traffic Act in relation to 'stunt driving'

https://www.orangeville.com/news-story/10125681--blatant-disregard-out-of-towners-dominate-list-of-drivers-charged-by-dufferin-opp-on-hwy-10-airport-road-near-orangeville/
"Under the Highway Traffic Act, those convicted of stunt driving or street racing could face a fine ranging from $2,000 to $10,000, a prison term of six months and a driving suspension."

https://www.revzilla.com/common-tread/off-road-riding-tips-when-to-sit-stand-or-paddle
"Standing while riding does more than make you look cool and allow you to stretch your legs – it will keep you balanced and in control of your motorcycle."  Marisa McInturff, Motorcycle Safety Foundation

https://www.cycleworld.com/2015/09/18/cycle-world-tips-and-tricks-stand-up-on-your-motorcycle/
"your feet are crucial points of contact with and control of the bike. Standing up on the pegs turns you into a dynamic part of your bike rather than just dead weight. It makes you an active part of the suspension."

https://advrider.com/f/threads/standing-on-pegs-illegal.1232572/
Ontario isn't the only jurisdiction where the law is out of whack with vehicle dynamics and common sense.

https://onewheeldrive.net/2012/05/03/standing-illegal-bc-new-motorcycle-safety-laws-and-flaws/
More insanity, this time from BC, where the majority of roads aren't paved by you can't stand up and provide better control and safety while riding!  "a majority of BC’s roads are unpaved and by the letter this law does endanger, if not make outlaws of, responsible dual sport, & adventure riders."

https://www.gearpatrol.com/cars/motorcycles/a501251/skills-for-adventure-riding/
"You want to be standing up straight, but with a slight bend in your knees and elbows, in order to keep good control over the bike’s movement."

https://www.rideapart.com/articles/254197/10-things-you-need-to-know-about-motorcycle-body-position-for-sport-riding/
"because of the physics of a motorcycle and the percentage of the weight of the bike the rider makes up, leaning off the bike in a turn has a huge effect on the bike’s handling" - in Ontario (and elsewhere) making effective use of that high percentage of control your body mass affords you on a motorbike is illegal.

https://motorcyclelawyer.ca/hurt-report/
"Conspicuity of the motorcycle is a critical factor in the multiple vehicle accidents" - I hadn't thought of that, but standing up does make you more conspicuous.

Get S.M.A.R.T.

My birthday and Father's Day are within a month of each other, so I made a combined ask and got a day at S.M.A.R.T. Adventures in Horseshoe Valley.  My previous off road experience was limited to a couple of hours on a dirt bike at a farm many years ago and a short and frustrating go with a KLX250.  My goal in taking the S.M.A.R.T. (Snowmobile, Motorcycle, ATV, Rider Training) course was to explore those aspects of motorcycle dynamics that are beyond the range of typical road riding - unless you're in the middle of a crash.

There are a lot of people who try motorcycling then retire early.  They often have a lot of advice.  Many of these short-term motorcyclists liked to warn me earnestly and repeatedly about how dangerous it was to ride to early or late in the season when there was a chance of sand being on the road.  Anything that wasn't table top smooth, grit free tarmacadam meant zero traction and an imminent crash for these earnest scare mongers.

I've always ridden on loose material with caution, but after watching a riding buddy with many years of experience step his heavy Super Ténéré out sideways on gravel roads, I've thought that there is more to gravel and sand than just being cautious.  Between that and my Dakar fixation, it was time to learn something new.  That same guy was the one who suggested the SMART program (he'd been on it previously).  Here was an opportunity to treat loose material as something other than an imminent crash.

That anxiety about traction on a motorbike runs deep in the limited experience motorcycle crowd, and that crowd contains a lot of people who have only ever done a single type of riding on a single type of bike.  If you're going to call yourself a motorcyclist you owe it to your craft to experience as many different types of riding as you can.  The SMART program is an accessible opportunity to do that in the trail riding/off road community in a controlled environment on someone else's equipment (they even provide all the gear).

You owe it to yourself to experience motorcycling in unfamiliar ways...

We started an already nuclear hot day before Canada Day with the affable Clinton Smout going over basic control and balance with a GasGas trials bike.  In no time he had everyone from old guys like me to nine year olds balancing on two wheels while stationary.  I wouldn't have thought that was possible prior - but I was able to stand on the pegs on the stationary bike until my legs got tired.

Getting my Ross Noble on!  Can the
Scottish Six Day Trial be far off?

Clinton also gave the dry stick demonstration, showing how an old, brittle stick snaps easily compared to a young, supple one.  He then went on to say that SMART is about to have its hundred-thousandth customer in the next few weeks and in the decades it has been running they've only had twenty-two ambulances, all of them for old, dry sticks over thirty-five years old.  This forty-nine year old stick paid close attention to this talk.

Within minutes we'd been set up with Joe, the advanced instructor who has over thirty years of experience off road.  I was worried about being put in the advanced group with so little off road experience but they're more worried about whether or not you know how to ride a bike; if you know the controls, you're advanced.  There were larger groups of beginners and intermediate riders learning the basics, but we were just three: Joe, me and a German fellow with motocross experience who has ridden every pass in the Alps.  I was still feeling a bit out of my depth and didn't want to slow anyone down.

We spent some time by the main centre going up and down the hills under the watchful eye of Joe.  I suspect this had more to do with assessing our riding skills than it did anything else.  We did some hill climbs, but on a dirt-specific bike with knobbly tires this was an easy thing to do.  We were on Yamaha TT-R230cc bikes, which might seem a bit on the small side, but the characteristics of this bike were very forgiving; it would pull hard out of any gear.  Joe described them as tractors, and they were.  If it stalled, the electric start fired it right up again, and the massive suspension travel and tires made easy work of every obstacle.

Soon enough we were off into the woods.  We'd stop under the trees out of the blinding sun and 40+°C humidity and practice skills such as clutch control on walking speed turns, rear wheel lockups and eventually crossing large logs.  As my confidence improved so did my speed on the trails, which we'd go and ride to make some wind and cool down between slow speed work.  I was able to keep up with Joe on all but a steep, washed out hill covered in big rocks where I ended up pulling off to the side for a moment to collect myself.  That had more to do with sewing machine legs than it did with bad technique.  If you think off road motorcycling isn't physically demanding, you've never done it before.  In forty plus degree temperatures, we were necking a bottle of water every time we went back to base.

On our next run we focused on standing on the pegs and working the bike with body position and weighting the side we wanted to move to.  This involved going over improbably deep ruts while soaking up the vertical movements with the suspension and our legs while also making micro-adjustments to clutch, throttle and brakes to keep things moving smoothly.  If you think riding a motorcycle is dexterous, trying to operate controls with all four appendages while dropping into foot deep ruts ups the ante again.

At one point we were purring through the forest (the little Yamahas are remarkably quiet for one cylinder thumpers) when Joe held a hand up and made the kill the engine sign.  We all rolled to a stop and not fifteen feet away was a fully grown doe (a deer, a female deer).  She stood there munching her grass while watching us from a sunny glade, looking like a scene out of Bambi.  After a minute or so she ambled off into the brush.  My son took the ATV course in the afternoon and they came across wild turkeys - you're likely to see some wildlife when out in the woods.

As lunch approached our experienced German went and rode with his son and Joe and I went deeper into the woods, now on trails that would barely qualify as a walking path.  The SMART program is based in Beaver Valley, which is part of the Niagara Escarpment.  The Beaver River has cut the valley through the escarpment, which is also scattered with post glacial erratics (big rocks).  You're working big elevation changes through thick forest including stumps and downed logs along with some very rocky sections; it's a challenging mix.  Now that I was getting the hang of it, I was spending half my attention watching Joe's thirty plus years of trail riding experience as he picked out lines through this spaghetti.  We'd stop every once in a while and have a quick chat about what was going on, with Joe giving gems like, "you'll see me going for the hard pack on the side of the trail, especially when you see all that loose stuff in the middle.  The loose stuff falls into the gulley in the middle and can get pretty deep."

We had a quick lunch, but it was so hot I forced myself to eat something even though I had no appetite.  More importantly was getting water into me.  By now we were well into the forties Celsius with the humidity, and everyone was drooping.  My son had arrived for the ATV training and soon enough he was off and doing loops in the compound, getting a handle on the thing.

As the dust got kicked up in the in-field we disappeared into the woods onto even tighter trails.  I stalled going up a hill so steep that I had to roll it backwards down it to get the carb to feed again and restart it.  Joe then showed me how to roll it backwards on the clutch while powered off and in gear in a controlled manner to get out of a tight spot on a hill.  By this point I was keeping up with Joe as he was making tracks.  It was then that he asked if I'd be interested in going out on a BMW F800GS for the last part of the day.  We'd wrung the necks of the Yamaha dirt bikes doing over fifty kilometres, so I said, 'absolutely!'.  It'd be a chance to try a different bike, which I never say no to.

I'd ridden a BMW once before while riding the south end of Vancouver Island a few years ago.  It was an F800ST - the sports touring version of the adventure bike I was going to ride now.  The F800GS is a nice, tall bike which fits me well.  The controls feel quality, as do the suspension and tires, which cornered so well I forgot they were knobblies.

Joe took us out onto the road and we disappeared into the Copeland Forest for a couple of hours, skipping our water break and riding everything from pavement to fire roads, to dual tracks and, finally, single track trails.  The BMW was obviously much bigger than the Yamaha we'd been on earlier (114kgs for the Yamaha, 229kgs for the BMW), but it's amazing how off-road capable it is considering that weight difference.  It feels balanced and nimble.  The only thing stopping you from trying the really gnarly trails would be if you got stuck (and what it would cost to fix it).  Getting this out of a hedge wouldn't be anything like as easy or cheap as the simple, little dirt bike.

Riding the BMW reminded me of the limitations I experienced with the KLX250 I purchased a couple of years ago.  It was off road capable (I forded rivers with it), but as a dual purpose bike it couldn't carry me at what I considered a safe speed on the road (it would barely touch 100km/hr, which is what most traffic is doing on Canadian back roads).  The BMW was quick and capable on the road, and when we went off road (though on nothing as gnarly as we did on the Yamaha), it did the job without any surprises.  Like the F800ST I rode a few years ago, the twin engine felt agricultural and uninspiring, though it was certainly quiet and efficient.  Compared to the exhaust popping and snarling, induction howling Tiger, the engine felt rather characterless which is a shame considering what a lovely thing the rest of the bike is.  The suspension was so good it made me wonder if the wooden shocks on my Tiger are in need of some attention.

We rolled back in at the end of the day just a few minutes before the other classes returned, and drank a lot of water.  I'd covered well over 100 off and on road kilometres over the day on two very different bikes.  Joe was approachable and willing to answer any questions, but better than that he used decades of experience to quickly assess where I was at and then lay down a series of increasingly challenging lessons that kept me on the edge of my learning curve all day.

I'd been sweating for hours and was ready to get out of the armour and go and wash the caked on dirt away.  My wonderfully wise wife who did all the photography you see here had also arranged a room at the Horseshoe Resort next door, so within twenty minutes I was flat out in a pool thinking about the day.  I'd managed not to dry-stick my way into anything I couldn't handle and was in good, but muscle sore shape.

My son has always been a cautious fellow and reluctant to ride or drive, but he spent a very intensive two hours with Adam on the ATVs and rolled back in looking like he was ten feet tall.  It's amazing what an accessible, patient instructor can do for your confidence.  By the end of the day he was talking about driving the ATVs up at the cottage, which had never been a consideration before.

I can't recommend S.M.A.R.T. highly enough.  If you're an experienced road rider you own it to your craft to spend some time learning these skills, they might save your bacon one day.  If you've never tried offroad powersports before and are looking for an accessible and relatively inexpensive (it's about $200 for a half day and $300 for a full day - all in including all gear and equipment) way to get into it, this'll do that too.  We'll be back again.

With amusement park tickets north of a hundred bucks, you're close to the cost of a day at SMART to park, eat, stand in lines and sit on roller coasters at Wonderland.  Why on earth would you line up to passively experience fake thrills when you could get learn real world skills and experience real world thrills at SMART?  The same could be said for increasingly expensive professional sports spectating.  No line ups, no crowds, (though deer and turkey on occasion) and a great day becoming genuinely accomplished in the great Canadian outdoors.  How could you say no to that?

The 230cc Yamaha I rode typically lasts 6-8 years.  They do a lot of on-site maintenance.  One of the instructors said that they don't wear out engine wise as they aren't ridden that hard, but the transmissions suffer from a hard life with many people new to bikes learning how to clutch and gear on them.

LINKS:

S.M.A.R.T. Adventures:  http://www.smartadventures.ca/

How to book: https://bookeo.com/smartadventures

2018 Motorcycling Wishlist

The 2018 wish list...

Some things to get deeper into motorcycling in the next year:

Ford Transit Van:

$53,472 + some more in accessories.

A means of moving bikes south in the winter to ride year round as well as a way to take off road or race ready bikes to interesting locations  where I can exercise them.

The bonus would be to get all Guy Martin with it.


Become an off-road ninja:

Step 1:  Get the kit:  A KTM 690 Enduro, the best all round off-roader that can also get you there.  
$11,999 + some soft panniers for travel.

Step 2:  Get good at off-roading with lessons at SMART Adventures!  $329

Step 3:  Do some rallies like Rally Crush, Rally Connex, the Corduroy Enduro, the KTM Adventure Rally (in BC!)


Set up the KTM as an all year ride:

A Mototrax snow bike kit would let me turn the KTM into a year round steamroller.  Back country riding in the cold months would make for some good exercise and training so I wouldn't be back on two wheels in the spring feeling rusty.  $6000US


Become a road racing ninja:

Step 1:  Build a race bike...

...but why be boring?  Instead of something new take on a race bike rebuild!  There is a '93 Yamaha FZR600 for sale nearby in need of some attention.  They're only asking $700 for a fairingless bike, but that means I can go looking for race fairing!  

It turns out 90s FZR fairings are remarkably easy to source.  Since this is going to be a race bike, I can go with a lightless race ready fairing.  The other fairing parts are also available and not crazy expensive.  Getting them all as unfinished moulds means I can start from scratch with a custom race paint theme.

I'd be spoiled for choice with classic race designs, but I think I'd do my own with a 90s style influence.  With a double bubble screen and some customization of rearsets I could make a Fazer that fits me.


Step 2:  (finally) take road race training:

Spend the weekend of May 11-13th next year at Racer5's introductory course at Grand Bend.

Three days of track training on a rented bike.  Later in the summer I could then follow up with the advanced courses on my own bike (the Yamaha would be ready by then).  That'd be about two grand in race training over one summer.  By the end of it all I'd have my race license and have a clear idea of how to proceed with a campaign, perhaps with the VRRA who also run a school.  With the 90's FZR and the training I think I'd be ready to run in amateur classes.


Use next level tech to ride better:

I'm not even sure if Cruden's motorcycle simulator is available to the public.  I do a lot with VR at work and I'm curious to see just how effective this might be at capturing the complexities of riding a motorcycle.  Even if I couldn't get it privately, getting one for a month in our classroom would be a cool way of examining state of the art virtual simulation in a very complex process (riding a motorcycle).  It'd also be a nice way to ride when it's -25 degrees outside, like it is today.

***

With those tools I'd be able to bike in ways I currently cannot.   I'd have what I need to pursue both off road and more focused tarmac riding which would greatly enhance my on-road riding skills.  If motorcycling is a life long learning experience, these things would be like going to motorbike university.