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End of the road – Humber College to shutdown motorcycle training

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It came to me as a rumour through the grapevine. The rumour was later confirmed by another node on my grapevine: Humber College in Toronto, operating what has generally been acknowledged to be the largest motorcycle training operation in Ontario (if not all of Canada, although I do not have figures), will be making 2019 its final season.

I started working as a motorcycle instructor while attending Georgian College in Barrie and worked on Georgian’s program for five years. At the time Georgian’s was a small operation with 15 or 20 students per weekend course. After a move to Toronto and an instructing hiatus of two years I went back to work as an instructor at Humber, where I eventually graduated to senior instructor. I gave up motorcycle training with a move to Paris, Ontario 10 years ago and eventual retirement.

When I worked at Humber their program was big, with three training locations, a pool of over 100 instructors and up to 100 students on any given summer weekend. We also did smaller weekday courses and offered refresher courses. We had a fleet of bikes. When I started at Humber we had a bunch of Yamaha singles. Later we had 250 Viragos and Vino scooters. On a busy weekend the motorcycle training would take up most of the main parking lot.

The decision to axe the motorcycle program was based on falling enrolment and increasing costs. I think that there are more factors involved.

Demographics

I have written about this subject before:

Where will new riders come from?

David Booth and Boomer Bikers

The average age of motorcyclists is going up by a decade every decade. That would seem to indicate that there are no new, young riders out there. The younger generation would also appear uninterested in car ownership and by extension motorcycle ownership, although scooters were “cool” for a while. Older riders re-entering motorcycling may already have an M licence.

Bike size and cost

Bike sales in Canada have been steady for a few years now according to figures made available by the Motorcycle and Moped Industry Council (MMIC). Almost 50% of bikes sold are large displacement, heavyweight machines. These machines are expensive.

When I worked at Georgian College we had a fleet of 125 cc trainers. I understand that at Humber they currently have a fleet of the new, smaller Harleys. (You know, the ones that aren’t selling…) New riders of all ages turn their noses up at smaller bikes, even if they do not possess the skills to handle a large, powerful bike. It’s all part of our instant gratification addiction as a society along with a bit of macho BS about not wanting to be seen on a “girlie” bike. If it takes an expert rider to handle a big, powerful bike then it is assumed that if you are on a big, powerful bike you must be an expert rider. Faulty logic at work, but the fact is that the demand for bigger bikes has driven up the cost of a training bike fleet.

Insurance

Ever since Bob Rae’s provincial government instituted no-fault insurance back in the early 90s the cost of bike insurance has soared. A major factor is “medical” coverage. In the old days if some dim-witted cage jockey took you out on your motorcycle they were often found to be at fault and their insurance company had to pay you. The cost of driving dumbness was spread over all car insurance policies. Since the implementation of no-fault insurance, when you are taken out by the same dim-witted cage jockey while you are riding your motorcycle your own insurance company has to pay your medical expenses. The cost of car driver dumbness is spread over all motorcycle insurance policies, which are far fewer in number.

Back in the mid-80s insurance on my Suzuki GS1100G was $180 a year. Now it is routine to pay more than that per month for bike insurance. For many people, insurance costs make bike ownership an expensive luxury. For more and more people, learning to ride is not worth it.

Safety

For many potential riders the risk of injury when riding far outweighs the benefits of the freedom of the open road. This is not an illusion. The road is not so open any more. The volume of traffic on our streets and highways has grown enormously since I started riding. Gridlock is a way of life for city riders. When I lived in Toronto it was common for a relaxing ride out of town on a sunny summer Sunday to be entirely undone by the miserable ride back into town Sunday night.

RIP “Humber Rider”

 

All these factors have come together here in the second decade of the 21st Century like a perfect storm to sink the flagship Humber Motorcycle Training Program after a run spanning three decades. I will still have my memories of good times shared with my fellow instructors and the legions of riders that we trained. It will be a sad day when the last cone is packed away.

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November 24th, 2018 at 7:18 pm

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Inaugural Paris Wincey Mills Bike Night

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The evening of April 18th was cool and blustery this year but it didn’t deter over a hundred riders from making the first regular bike night at the Paris Wincey Mills a success.

Some people attend events like this to socialize, but I go for the bikes.

Mixed in with the usual rows of $30,000 cruisers were a few interesting oddities. The “bobber” style popularized by returning WWII pilots was represented…

…along with the obligatory pin-ups.


Some of the custom bikes took motorcycle artwork to another level, like this one with the bi-polar front fender…


…or this one that manages to somehow combine Hieronymus Bosch and softcore porn…


It wasn’t all about geezers on Harleys. There was a smattering of sportbikes.


There was also a phenomenon that is new to me: dual-sport riders in groups, their bikes complete with full knobbies and bash-plates.


Perhaps the rarest bike present may have gone largely unnoticed: a Buell Thunderstorm.


Coffee and food was available and live entertainment was provided. It’s too bad that some people were already leaving just as the band started up with the old Jack Scott tune “The Way I Walk”. At least they weren’t drowned out by the “loud pipes save lives” contingent – possibly because of the OPP station right across the street.

Wincey Mills is located at 31 Mechanic Street, Paris. Bike nights are planned for every other Tuesday night. Check their Facebook page for more info.

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April 19th, 2017 at 10:35 am

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Flat Track-Style Street Bikes

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Not long ago I shared a story on Facebook about the new Indian flat track racer that is hoping to dethrone the Harley XR750 – the perennial favourite on the big dirt ovals in the US.

Indian FTR750

In the ensuing conversation someone remarked on what a sweet-looking bike the new Indian is. I admitted to a long-standing attraction to the look of flat track bikes – an attraction formed during my misspent adulthood attending races at Welland County Motorcycle Club’s track back in the 1980’s. I liked the lean, stripped-down look: small tank, beefy suspension, over-sized tires and abbreviated seat/tail section. Bars were low and wide, aerodynamics unnecessary. On the faster one mile tracks, riders simply crouched down onto the tank on the straights, often holding onto the left fork leg to briefly punch a smaller hole in the wind.

I also mentioned that I had seen a few track bikes mysteriously made street legal…

Harley XR750 “streetified”

Harley has tried to sell a couple of different flat track style variations on the Sportster with lukewarm success. The XR1000 came out in the early 1980’s and featured twin carbs sticking out into the space normally occupied by the rider’s right knee.

Harley XR1000

Harley tried again in 2009 with the XR1200 and came closer, but the bike was hailed more as a very good standard style bike rather than a true flat tracker. Concessions had to be made to accommodate a passenger.

Harley XR1200

Ironically, it has been enthusiasts who have made their own flat track style bikes and done a better job than Harley, at least in the looks department.

Harley 883

These creations have the look right with abbreviated or no fenders and a strictly solo seat (with painfully thin padding).

Before they shook themselves into history, British parallel twins also had some measure of success on the flat tracks and a number of replicas have been built using a Triumph twin as a starting point.

Triumph


Triumph


Triumph


Triumphs

Flat track isn’t all about the big 750 twins. The most common bike on the short tracks is a big single. Even Harley raced a re-badged Rotax single with some success. Street specials based on the sweet-sounding big thumpers are much lighter and suit the solo rider better.

Yamaha 500 Single

With age my priorities in a bike have become range, comfort and carrying capacity but I still have a soft spot for flat trackers.

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March 19th, 2017 at 6:30 pm

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The Motorcyclist

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I heard George Elliott Clarke doing readings from his book The Motorcyclist at the recent CVMG National Rally. Mr. Clarke was there by invitation of the local bookstore. He is the current Canadian Parliamentary Poet Laureate and a professor of English at the University of Toronto.

The Motorcyclist is a novel loosely based on the diaries of Clarke’s father, William Lloyd Clarke. The book is not so much about motorcycling as it is about the life of a young black man living in 1959 Halifax. Carlyle Black is one of five sons raised by a single mother in a rat-infested converted barn in Halifax’s north end. His mother does sailor’s laundry (and sometimes the sailors) in order to make ends meet. Intelligent, blessed with dashing good looks and with a penchant for classical music and painting, Carl is nevertheless considered lucky to have a job as a lowly railroad porter. He dreams of escaping Halifax for New York’s Greenwich Village but until he can make good on that dream he settles for the escape he finds on his gleaming BMW R69 and with the women it helps him attract. Muriel, Avril, Laura, Marina and Liz are all eager to hop on the bike with Carl, each for their own reason.

In Canada we like to think that we are open-minded — that racism is an American problem. It is ironic then, that Carl wants to move to an American city to escape the dead end future of a racist Canadian city. In New York, when out on a date with a white woman, he would not have to drop her off a block away and then meet her at her hotel by pretending to be delivering Chinese food to her room. In New York he could live off his artistic talents instead of being a manual labourer. The Halifax of half a century ago depicted in the book is not a place you would like to be, whether you are black or white.

Clarke’s style works after you get yourself in a Beat Generation/On the Road kind of mood and remember that, after all he is a poet. He does not sugar coat his protagonist’s moral shortcomings and character flaws and also takes the time to see things from the perspective of the womanizer’s women. All in all a good read for all motorcyclists, even if it is more about the women that Carl takes for a ride than it is about Carl’s motorcycle.

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August 8th, 2016 at 4:18 pm

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The 2016 CVMG National Swap Meet and Flea Market

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I have been faithfully attending the event billed as The CVMG (Canadian Vintage Motorcycle Group) National Rally for decades. I have attended since the event was located at the grounds of the Welland County Motorcycle Club, long before its current location at the county fairgrounds in Paris, Ontario. It has traditionally been scheduled for Father’s Day weekend. I have ridden to the rally, driven to rally, even walked to the rally as we now live in Paris. I have attended with my wife, gone there with riding buddies and gone alone. This year may be the last time that I attend. I will explain.

I went to this iteration of the rally with an old riding buddy who I worked with for a few years doing motorcycle training. Our wives took the opportunity to go shopping. We arrived around 2:30 on the Saturday afternoon. Rally attendees start arriving on Friday and the rally ends on Sunday. First order of business was the parking lot tour. I have found more and more that the bikes in the parking lot are just as interesting as the bikes inside the gates. Riders are often hanging around their bikes and are eager to tell their story. I saw some unusual new bikes along with some old bikes that are actually being ridden. I call them “the road warriors”. On this particularly hot and sunny Saturday afternoon, the bike parking was already beginning to thin out by the time we arrived.

Despite slathering on sunscreen, there was a definite self-preservation instinct at work in seeking shade whenever possible. After paying $10 each to get in (it seems to me that it used to be $5) we made an immediate left into the relative coolness of the main exhibition hall. This year’s featured marque was BMW. Behind a barrier was an impressive line of restored Beemers in roughly chronological order. There were a couple of bikes on the other side –- a Laverda and a Norton as I recall — that had apparently won some sort of award, but they were already being moved out by their owners. Scattered in the background were some dusty display cases, some tables with opened cardboard boxes and some dangling signs that I recognized as leftovers from last fall’s agricultural fair.

I was in the midst of taking some pictures when a loud, deep, preachy-sounding voice filled the room. Not knowing what was going on at first, I wondered aloud if this was a religious revival meeting of some sort. Another showgoer passing by remarked in a drawl that the speaker was “the wrong colour” for that. I soon learned that the speaker –- perched on a soapbox of sorts — was none other than author George Elliot Clarke doing readings from his racy book “The Motorcyclist” on behalf of the local bookstore. I haven’t purchased the book yet, but while reading a review I learned that Clarke is the current Canadian Parliamentary Poet Laureate.

Braving the heat again we began a tour of the booths and stands covering the grounds. Some had whole bikes on display while most had parts spread out for sale. If a vendor’s area had a canopy to duck under to escape the sun, the price of admission to the shade was often listening to a sales pitch. Some were chattier than others. While snapping a picture of a Brough-Superior, I remarked to my buddy that this was the kind of bike on which Lawrence of Arabia met his end. Overhearing this, the owner launched into a biography of T.E. Lawrence that was interrupted around the year 1916 by a customer inquiring about a rat-trap the owner had for sale. I saw our chance to make a polite escape, since there was still a hundred years to go in the story. I did take a passing look at the “part” in question, as I recalled reading about a Harley part called a mouse-trap eliminator. The item for sale here appeared to be an actual rat trap, going for the princely sum of two dollars.

The next building we toured to get out of the heat had some British parts, a guy selling a device to help turn a parked bike around in confined spaces and a guy I talked to about his “vapour blasting” parts cleaning service. It was then back out in the sun for the final leg of the outdoor vendors tour. Some were already packing up their trailers. It was then home to the welcome shade of our backyard.

I mentioned earlier that this would probably be the last vintage motorcycle show that I attend. Here’s the explanation. In reviews of previous years’ shows, I have bemoaned the gradual but seemingly inexorable transition of this rally from a concours d’elegance event showcasing restored bikes to a swap meet, the primary purpose of which is sales. That transition now appears to be a fait accompli. I am not privy to how the event is organized and run but I suspect that the cost of having it as a showcase of bikes was becoming unsustainable, so renting space to vendors slowly became the primary focus. I am assuming here that the booth spaces are not free. Correct me if I am wrong. So here’s the deal. I am not in the market for a vintage bike or parts for one, so the show has become less and less interesting. Paying more to see less of what I am interested in –- beautifully restored vintage bikes — makes no sense to me. Next year I may go to the show, but just walk around and look at the bikes in the parking lot instead of paying to attend the swap meet.

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July 1st, 2016 at 2:54 pm

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Black leather and grey hair

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It is the winter bike show season in Canada – a chance to blow out some cobwebs and gawk at all the latest bikes and gear. I went to the Toronto “Motorcycle Supershow” on the second Friday of the new year with an old riding buddy. While shuffling our way interminably through the lineup toward the one entryway I had a chance to do some mental demographic analysis (yes, it took that long). The typical showgoer appeared to be a male, fifty plus+ years of age. We appeared to fit the demographic.

Once inside we began winding our way up and down the aisles, stopping to take a picture once in a while or straining to swing a leg over one of the bikes on display. Although I will probably never own one, I can see why low-seat cruisers and step-through mega-scooters are becoming more and more popular as the average age of motorcyclists increases.

Some of the more interesting bikes were at the Polaris/Indian display. Polaris has established a foothold in what was considered exclusive Harley territory by doggedly working on improving and promoting their big Victory cruisers and pushing them out through their existing snowmobile network. Their dealers have probably been happy to have something to sell during the tough sledding months. Polaris is also the most recent in what has become a long line of optimists willing to try to revive the Indian brand. It might work this time. I liked the “Scout” line of mid-size V-twins, despite their miniscule solo seats. Have seats gotten way smaller or is it just my butt that has gotten bigger? I always preferred the original Scout to the bigger, heavier Chief, even before they were called cruisers. The bike I found most intriguing at the Victory display was the Empulse TT, an electric sport bike developed at the Isle of Man.

empulse

My buddy admitted he was not really interested in the vintage bike section and I admitted I had no interest in the custom bike section so of course we had to see both. Looking at the painstakingly restored old oil-leakers and the block long chromed showboats got me thinking about how much time people seem to have on their hands these days, not to mention the money it must take to build a custom trike with a roof and turn signals made from fibreglass cobra heads with LED eyeballs. I would love to pull up in/on something like that on a first date. The latest custom craze appears to be stretched and slammed scooters. Who knew?

slammed scooter

While wandering around, my buddy and I kept bumping into people we knew (all of whom fit the demographic). Thinking about it later I realized that I had known some of these people for twenty years or more and the one connection we had was bikes. In many cases the only time I see them is at bike shows and other motorcycle events.

One of the halls we entered was filled with deafening engine noise. I thought someone was doing dynamometer runs. We milled our way closer and eventually found out that it was someone doing a stunt riding demonstration. We never did actually see anything, as the crowds were too deep. Not sure why open pipes were necessary. I suppose it added to the drama. I felt sorry for the folks who got stuck with booth locations in the area, as it was almost impossible to communicate with any of them, even when yelling directly into each other’s ears.

The “Supershow” is not the squeaky clean new bike show downtown with official manufacturer displays. The show by the airport is mostly dealers, clubs and small vendors and has a bit more of a bad-boy edge. Included here is a “fashion show” (the bride wore leather) and a smattering of “booth babes” wearing skin-tight tights and skimpy tops – even a few bare midriffs. I don’t think that many of them were actual riders but they did occasionally drape themselves over a bike for photo-ops. Decades ago when my buddies and I were mostly single, such displays would ratchet up the testosterone level a few notches. Nowadays I find old grey-haired guys ogling girls young enough to be their granddaughters kind of sad.

Eventually our feet gave out and we braved the Friday afternoon traffic home. When my wife asked how the show was I went on a long philosophical rant about how motorcycling was dying out, how there were no more young people at the shows, no new riders to carry on, that me and my buddy were probably the last generation of motorcyclists. I left out the part about the booth babes. My wife listened patiently (she has had lots of practice) and then reminded me that me and my buddy had attended the show on a Friday afternoon – a privilege reserved for pensioners like us – and that the kids would probably be there on Saturday and Sunday.

I really must be getting old.

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January 31st, 2016 at 3:59 pm

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What I have learned about motorcycling – some of it the hard way

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Image courtesy of taoty at FreeDigitalPhotos.net

Image courtesy of taoty at FreeDigitalPhotos.net

  • More fatalities are caused by oncoming cars making left turns in front of you than any other traffic situation.
  • Bikes are less stable the slower you go. That means the parking lot, approaching stop signs/lights; making turns in intersections are places where you’ll just drop the bike without knowing what happened.
  • If you’re tired, sick, upset, or just don’t feel sharp, don’t ride.
  • Get the right gear: full face helmet, riding jacket, boots with ankle protection, and good gloves. Wearing jeans is a bare minimum.
  • Try to get long term disability added to your health insurance. It’s Murphy’s Law. If you get it, you’ll never need it.
  • Assume no one sees you. Plan accordingly.
  • Learn how to double swerve. That means making an evasive manoeuvre to avoid a car, person, dog, bicycle, tree, and then make another manoeuvre to get you back in your lane.
  • Always be aware of your options. They are typically: slow down, stop, swerve, double swerve or downshift and add power.
  • Front brake is 80% of braking. If you get on the rear brake hard you’ll skid and wreck. The rear brake should only be applied to supplement the front brake. Using them together 80/20, you can minimize the bike’s braking distance. If you brake really hard while the bike is leaned over in a sharp turn, the bike will stand up. Always be aware of your entry speed into a turn.
  • Where you look is where you go. Commit this to memory. This means when you identify a road hazard, use your eyes to find your evasive manoeuvre. If you stare at a hazard, you’re going to hit it.
  • Racing a car is a quick way to become a grease spot on the road. 99% of all bikes are faster than 99% of all cars. You can pretty much beat any car hands down. If you have to prove it on a regular basis, go fill out your last will and testament.
  • Oil, water, cold weather, manhole covers, painted lines, sand, gravel, paper bags, plastic bags all will reduce traction and cause you to lose control of your bike. If you are riding on a low traction surface, minimize the amount of steering/braking/acceleration changes you make, until you get back on clean pavement.
  • All rodents, cats, dogs, squirrels, deer, etc. can and will eventually decide to be in the same place in the road as you are at some point. Plan accordingly.
  • Bugs can hurt. They can also explode on contact with your body/face/helmet etc.
  • The faster you go, the higher the chances of serious injury or fatality. It’s not a linear relationship though. Generally speaking, above 80 kph is when the chances of serious injury increase dramatically.
  • Large trucks on the highway can be hazardous to your health. They can lift things like 4 by 8 sheets of plywood, not to mention rocks the size of walnuts.
  • You have no bumper, seatbelts, airbags, traction control or ABS brakes (save a few high end Honda and BMW cruiser/tourers). Your error margin is small. You have to stay within the safety envelope. Every rider breaks this rule at some point. Try not to break it often.
  • If you’re going to lose control of your bike at 160+ kph, your gear only benefits the fire department in cleaning up the accident scene.
  • Most helmets meet all of the safety requirements (DOT, SNELL). The cost of the helmet is directly proportional to the comfort of the helmet. Also, as cost goes up, the weight goes down. Different helmet brands are shaped differently. Some fit oval heads better. Some fit round heads better.
  • Boots that claim to keep your feet dry from rain will cause your feet to get wet with sweat.
  • All motorcycle maintenance items/repair costs cost 2 – 4 times more than for cars.
  • Riding a motorcycle is much more interesting, exciting, entertaining, thrilling, demanding, and fatiguing than driving a car. Don’t expect to ride 1000 kms per day until you’ve actually done it. The sportier the bike, the less time you can ride it without a break from the numbing vibration/ harsh suspension/ cramped position.
  • The testosterone level in a male rider in a group is equal to the sum of the testosterone levels of all the males riding in a group. Don’t push yourself beyond your means.
  • As dangerous and scary as all these things make motorcycling sound, there is still nothing like it, and it’s completely worth it, as long as you do the right things to mitigate the risks involved.

Oh. I almost forgot. Have fun!

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January 9th, 2016 at 3:04 pm

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Woodstock memories old and new

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Woodstock racing

My wife and I spent Saturday afternoon of the August long weekend at the Woodstock round of the Flat Track Canada race series.

While my wife enjoyed the shade of the partially enclosed grandstand and the deafening roar of the starts echoing through it, my mind kept wandering back and comparing the current fare to races at the same venue many years ago. Back then the track was closer to the edge of town and I used to stay over at the long-gone Pines Motel to avoid a ride back to St. Catharines at night (the 403 had not been completed all the way to Woodstock yet). There seemed to be a lot more bikes in the lot back then, probably because the casino was not in operation yet. Nevertheless, the turnout this time around was respectable and the series seems to be drawing a few more distant riders (the US and Quebec) at each event I attend.

The organizers of the Flat Track Canada series did a superb job of moving the program along despite the need for constant track maintenance on a hot, dry and dusty day. I particularly liked the abbreviated format for the kid’s events that at one point featured sixteen bikes starting a race. I know that the kid’s races are important for developing the next generation of racers (and filling the stands with relatives cheering the kids on) but at some previous events I have attended the program seemed to get bogged down with interminable heats races featuring three shaft-drive 50cc bikes droning around a half-mile track. This was not the case in Woodstock and I think that the kids enjoyed things just as much.

The open expert final was delayed while the track was dragged after an over-zealous watering, but when it finally got going it was worth the wait. Current points leader Doug Lawrence overcame a bad start to reel in reigning champ Don Taylor and eventually take the win. Lawrence and Taylor took an outside line into the sloppy, bumpy turns on their big v-twins and steadily pulled away from the pack to make it a two bike race for first. Chris Evans tried an inside line into the turns to avoid the bumps but couldn’t keep up on a 450 single.

The top three finishers in the open expert final were as follows:

1st place: Doug Lawrence #73
2nd place: Don Taylor #53
3rd place: Tyler Seguin #22

We’re looking forward to attending the London round of the series.

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August 3rd, 2015 at 7:18 pm

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Possibly the best Vintage Rally ever

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This Father’s Day weekend my wife and I spent a very enjoyable Saturday at the Canadian Vintage Motorcycle Group’s rally in Paris, Ontario. The weather could not have been better and it was a very large turnout. The motorcycle-only parking area had to be expanded a couple of times throughout the day.

I have complained in the past about the rally morphing into more of a giant swap meet than a concours d’elegance. This year I decided to just go with it and enjoy it for what it has become and I was not disappointed. As the years come and go, there are more and more bikes from 1970’s (which is 40 years ago after all) on display. Makes me feel vintage too…

As in past years I have found almost as many interesting bikes in the parking lot as inside the gates — the road warriors as I like to call them. Inside the gates there was a long row of early Gold Wings on display. I remember how huge the original GL1000 seemed when it came out. Looks light and elegant by today’s standards.

Possibly the most interesting bike on display was a hand-built special owned by a guy that came all the way from Cleveland, Ohio. It looked like an early Harley at first glance but was actually an Arlen Ness frame with countless details, like the instrument panel hidden in what looks like a brass tank for an acetylene headlight.

2015 Vintage Show Sat PM 004 small

More pictures from around the rally

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June 21st, 2015 at 3:12 pm

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Paris 2015 Season Opener

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The weather turned out perfect and the racing very entertaining at the second iteration of Flat Track Canada’s Paris 1/2 mile on May 16th.

Compared to last year (the first time for racing on the big, 1/2 Paris track) this year’s event was much more polished, with bigger fields for every race except the vintage class, a very well-prepared and maintained track surface and very competitive races, especially in the open expert class. The inevitable ruts developed at the start/finish line and there were some stutter bumps going into the first turn, but overall the loose surface allowed many different racing lines and passing going into, out of and in the corners. The organizers kept things rolling smoothly with the next set of riders coming out on the track as the last set were leaving. There were only three extended pauses: one for track watering and two for crashes in which thankfully no one was hurt, although a crash in the first lap of the open expert final did lead to three bikes being unavailable for the re-start.

That open expert final proved to be the best race of the entire event after the re-start. Veteran Chris Evans took the lead for good at around the half-way point of the race, with Beattie and Lawrence finishing second and third.

The folks running the Flat Track Canada series have done an admirable job of promotion and have landed more sponsors for this year. I look forward to attending as many of the remaining events as possible.

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May 17th, 2015 at 8:07 am

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