Manawan Reserve ride

When I came back from a test ride to Parent in July, I met a retired logging truck driver in Mont St-Michel.  He suggested I take the Manawan fire road instead of the boring Highway 15. 

Waste of time.  Despite searching around for a while, I never found the road in question.  I promised myself that I’d give it another shot eventually.

So, in September, I planned a ride to the Manawan reserve taking the road bearing the same name.   I brought a ratchet and a socket along just in case.  The last time I rode on a fire road, the Parent road, it was more than the Versys suspension could handle.  Most of the vibrations caused by the washboard sections of the road were directly transmitted to the handle bar.  So the ratchet could come in handy for adjusting the suspension and hopefully making the ride enjoyable.

The ride plan below (http://goo.gl/maps/gQYe0):

Note all the parks on the map, from the left: Papineau-Labelle, Mount Tremblant, Ouareau Forest, Taureau Lake, La Mauricie National Park and more.  It is amazing all the places I can explore just few hours away!  More to the east, there is the huge Laurentian Park.

To reach Manawan, I left early in the morning to have some spare time to take a few shots.  So at around 7:30 am I was off: 640 east, 25 north, 125 north, the 337 north.

9 a.m. The most beautiful site during this ride: the Dorwin falls in the Chute-Dorwin park along the 337 in Rawdon.

Quite a nice waterfall! I told myself: “How come I never heard of this place before?”  The picture does not really show how great it is: it is huge!

Accessing the park is not free, but when I got there, the gate was open and the booth was empty - I could access freely.

I went back with my family a few weeks later.  The ride is a little long with young kids from my place, but once there everyone enjoyed walking in the forest along the river.

To be continued.  See next part.

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Metzeler introduces the new Karoo 3 at EICMA

Munich, 12 November 2012 – After the global preview of the newTourance Next at Intermot, Metzeler introduces another jewel from the 2013 range at EICMA: The Karoo 3, a knobby tire made for bikers who love adventure and want to use their motorcycles for long off-road trips.

The new Karoo 3 is the perfect tire for large and medium displacement enduro bikes which have to travel both on asphalt and off-road. Bikes like the latest BMW R 1200 GS, which can be equipped with the Karoo 3 in 120/70 R 19 on the front and the brand new 170/60 R 17 on the rear.

The Karoo 3 is capable of guaranteeing high mileage to all those bikers who love to take on long distance travel, provides excellent grip off-road and terrific stability and handling. These are all important elements, considering that riders must often travel for many miles over asphalt in order to reach their off-road destination.

These are the main characteristics of the new Karoo 3 with respect to its MCE Karoo and MCE Karoo T predecessors:

The compounds in the new Karoo 3 use high dispersibility components capable of obtaining a more uniform mix which provides mechanical resistance to lacerations, all to the benefit of mileage, while still maintaining high dampening capability.

The structure in polyester guarantees a sturdy, yet flexible product because the tire is able to perfectly follow the unevenness of the terrain when riding off road, to the advantage of handling and traction.

The trapezoid-shaped knobs have an innovative geometry which ensures progressive off-road traction at various lean angles. The “V” shape of the pattern provided by the knob arrangement optimizes power transmission and wear.  The center knobs are larger, which  reduces their mobility to enhance stability at high speed. The knob-spacing varies from the center to the shoulder: at the center the knobs are spaced farther apart to guarantee better penetration in soft terrain, offering better traction off road, while on the shoulder the knobs are closer together in order to guarantee more rubber on the road—and more grip—when leaning into a curve on asphalt.

The Karoo 3 will be on sale from spring 2013 and will replace the current MCE Karoo and MCE Karoo T. The new tire will be available in the following sizes:

Front:

110/80 – 19 M/C 59R TL M+S

120/70 R 19 M/C 60T TL M+S

90/90 – 21 M/C 54R TL M+S

Rear:

150/70 – 17 M/C 69R TL M+S

170/60 R 17 M/C 72T TL M+S

130/80 – 17 M/C 65R M+S

140/80 – 17 M/C 69R M+S

140/80 – 18 M/C 70R M+S

150/70 – 18 M/C 70R M+S

 

[SRC:Metzeler]

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JCR Honda Wins 45th Baja 1000

After fending off numerous challenges from other motorcycle teams during the 45th running of the Tecate SCORE Baja 1000, the Johnny Campbell Racing (JCR) Honda team and their Honda CRF450X pulled out a decisive lead and sailed into La Paz to win the race with a margin of more than an hour, and lock up the 2012 SCORE 1X championship. It was a fitting tribute to Honda’s 50th Baja anniversary, stretching back to the inaugural ride from Tijuana to La Paz undertaken by Dave Ekins and Bill Robertson to promote Honda’s CL72 Scrambler in 1962. 

After leading for more than 970 miles, the JCR team’s finishing time totaled 20:09:30 for an average speed of 55.64 mph. The success of JCR Honda team riders Colton Udall, Timmy Weigand and David Kamo extended the Honda win streak in the Baja 1000 to 16 consecutive victories and 23 overall motorcycle wins. Equally impressive, nine out of the top 10 finishing teams this year in the motorcycle division chose to ride a Honda CRF450X. 

The toughness of this year’s Baja 1000 was evident at the finish line: Of the 298 starters only 174 teams finished the race. The JCR Honda CRF450X—prepped for the race by JCR’s Eric Siraton—worked flawlessly while racing over the brutal 1121-mile course. 

“It was a very tough course,” said Udall. “The section through San Felipe was probably one of the gnarliest workouts I ever had in my life.” 

“My stretches went by really fast,” said Kamo. “There were lots of cows and lots of cars and lots of people. Donkeys, horses, everything. Some were on the trail and some just stood there because we were going by so fast that they didn’t move. It couldn’t have gone any better.” 

“We have three amazing teammates,” said Weigand, “and we have a great mentor in Johnny (Campbell) and a great bike in Honda. We’ve won this race before so we expected to do the same.” 

“I am overwhelmed by the effort my pit crews put together to make this race run smoothly,” said Johnny Campbell. “JCR brings a small army of some of the most extraordinary people together to make a race like the Baja 1000 possible. I can’t thank them enough for their service and support. I am proud to have each one of them in the JCR family and look forward to many more adventures together. Thank you to the racers for their commitment to upholding this Honda legacy and our 16th Baja 1000 win in a row.”

[SRC: Honda]

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Tweets de @dakarofficial

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Polaris Acquires KLIM Technical Riding Gear

MINNEAPOLIS--(BUSINESS WIRE)--Dec. 6, 2012-- Polaris Industries Inc. (NYSE: PII) today announced the acquisition of Teton Outfitters, LLC, a privately owned, Rigby, Idaho-based company which designs, develops and distributes KLIM Technical Riding Gear. Calendar year 2012 sales for KLIM are anticipated to approach $30 million. KLIM is an industry leader in technical riding gear. This acquisition adds KLIM to Polaris’ growing parts, garments and accessories (PG&A) business. The terms of the transaction were not disclosed.

A collection of snowmobile gear designed and developed by KLIM Technical Riding Gear. Today, Polaris Industries Inc. announced it had acquired KLIM. (Photo: Business Wire)

“The KLIM acquisition provides yet another growth opportunity for our PG&A business, a key contributor to Polaris’ top-line growth and profitability,” said Steve Eastman, Polaris’ vice president of PG&A. “KLIM is an established leader in the powersports apparel market with a strong track record of providing innovative, premium technical riding gear to a broad range of consumers. Adding an outstanding brand like KLIM, whose strengths complement our existing business, gives us a more complete PG&A product lineup, one which will flourish in the global market. We are excited to welcome KLIM employees into thePolaris family. With our common culture and vision, we believe this will be a mutually beneficial partnership for everyone involved.”

Polaris will maintain the KLIM brand positioning and name while continuing to drive its existing apparel brands. KLIM will continue operations in Rigby with its current staff. Polaris has plans to establish the Rigby facility as its new apparel Center of Excellence, bringing the unmatched capabilities, expertise and knowledge housed in Rigby to all Polaris branded apparel.

“I built KLIM with a passion for the category and a commitment to the world’s adventure snowmobile and motorcycle riders,” saidJustin Summers, KLIM founder, president and CEO. "We had a vision of making products that mattered, that solved problems and that were the best they could be. I am very proud of what we have built at KLIM, and I am fired up that the next chapter of the KLIM story will be written through our exciting partnership withPolaris. KLIM will now have the resources to reach the next level as we continue to innovate and lead into the future.”

KLIM is known not only for superior quality, innovation and performance, but also for its understanding of riders’ needs and devotion to addressing them in its products. This passion underscores KLIM’s culture and vision, which in many ways mirror Polaris’ own guiding principles. KLIM was advised by The Meriwether Group.

KLIM’s Rigby facility and its business culture, are highlighted in this video: http://www.youtube.com/watch?v=sDwmb6eO-g4.

Photos of select KLIM products and a slide summarizing KLIM's business and its fit with Polaris are available here:http://www.businesswire.com/cgi-bin/mmg.cgi?eid=50499525&lang=en

About Polaris

Polaris is a recognized leader in the powersports industry with annual 2011 sales of $2.7 billion. Polaris designs, engineers, manufactures and markets innovative, high quality off-road vehicles (ORVs), including all-terrain vehicles (ATVs) and the Polaris RANGER® side-by-side vehicles, snowmobiles, motorcycles and on-road electric/hybrid powered vehicles.

Polaris is among the global sales leaders for both snowmobiles and off-road vehicles and has established a presence in the heavyweight cruiser and touring motorcycle market with the Victory and Indian motorcycle brands. Additionally, Polaris continues to invest in the global on-road small electric/hybrid vehicle industry with Global Electric Motorcars (GEM) and Goupil Industrie SA, and internally developed vehicles. Polaris enhances the riding experience with a complete line of Pure Polaris apparel, accessories and parts, available at Polaris dealerships.

Polaris Industries Inc. trades on the New York Stock Exchange under the symbol “PII”, and the Company is included in the S&P Mid-Cap 400 stock price index. Information about the complete line of Polaris products, apparel and vehicles accessories are available from authorized Polaris dealers or anytime at www.polaris.com.

About KLIM

KLIM Technical Riding Gear is a global leader in designing, developing, sourcing and distributing the most advanced powersports apparel for the snowmobile and motorcycle rider. Utilizing the world’s highest technologies in waterproof, breathable, durable and comfortable materials, like GORE-TEX® products, KLIM offers gear for the most demanding riders. Driven by the continual feedback and input from dedicated test pilots and passionate customers, KLIM strives to do one thing above all – improve the riding experience without compromise. For more information, visit www.KLIM.com.

Photos/Multimedia Gallery Available: http://www.businesswire.com/multimedia/home/20121206005370/en/

Source: Polaris Industries Inc.

Polaris Industries Inc.
Marlys Knutson, 763-542-0533 (Media)
marlys.knutson@polaris.com
Richard Edwards, 763-513-3477 (Investor)
richard.edwards@polaris.com

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KTM 350 EXC-F: A Conclusion

 

KTM’s “Ready-to-race” mantra sticks to the 350 EXC-F for sure - but this motorcycle is more than a race bike.

Every part of this motorcycle was designed to perform.  It sums up to a very agile, predictable and easy to drive off-road bike in all trail conditions.  Surprisingly, it also makes the 350 EXC-F an ideal motorcycle for off-road neophytes as it easily forgives mistakes.  However, there are fine prints: the bike does not fit everyone.  As an example, with my 5’9” frame, I had to adapt to the seat height.  But once you’re off, the experience is unique.

In 5 points, what I liked the most about this bike:

1. lightness: at more than 10 Grand (Canadian), we may ask what exactly we are paying for.  The answer is rather unusual, but we are paying for something we don’t want: extra weight that would impact negatively the 350 EXC-F’s agility.  At only 240 lbs. (109 kg), this bike is the reference in the matter;

2. the engine: I was surprised by the engine’s efficiency – a 350cc which has more punch than I originally expected.  This small mono is smooth at low RPMs and has enough torque to have fun.  There is also power in higher revs – I reached speeds that are way above highway limits.  On no occasion while riding the KTM was I under the impression that the engine was short on power or deficient – KTM announces an hefty 45 hp!

3. ground clearance: it is huge, stratospheric, impressive.  The ground clearance on this motorcycle will let the rider go anywhere without the hassle of an impact with a big rock.  However you can’t have your cake and eat it too: because of the ground clearance, the rider must deal with a sky high seat;

4. suspension: it absorbs obstacles on its path with disconcerting ease;

5. narrowness: the bike is so thin that it sneaks in anywhere.  This was extremely useful on many occasions.

I could certainly add more items to the list, but it can be summarized to this: the bike has been engineered without compromise to excel in all off-road situations.

On the other hand, of course there are negative points.  So here is what I dislike in 5 points:

1. seat: unless one rides nearby trails week after week, it is required to travel long distances on paved roads to reach new paths.  After a few experiences, the seat will gradually erode one’s enthusiasm.  There are aftermarket seats that could help in this area (SeatConcept manufactures one).  Towing the bike is an alternative solution;

2. autonomy:  many bikes have an autonomy issue.  With only 112 miles (180 km) of autonomy, the KTM requires to carefully plan adventure rides according to the location of gas stations along the way.  Also, it runs on high octane fuel, some gas stations only offers regular – an issue I had to deal with on my test ride;

3. wind protection: riding most dual sport motorcycles at 65 mph (110 km/h) for hours on the highway makes you feel like a fish out of water – it applies to the 350 EXC-F as well;

4. maintenance: high performance parts of the KTM require rigorous maintenance.  As an example, the piston must be serviced after 105 hours of normal use.  Unless one is an advised mechanic, maintenance fees can escalate rapidly if the bike is used regularly;

5. practical aspect: it is not possible to have a passenger and it is difficult to carry anything - this is simply not a bike designed with this in mind.

Despite the drawbacks mentioned above, riding the 350 EXC-F was a pretty satisfying off-road experience.  My only regret: I ran out of time due to circumstances out of my control and I could not ride the bike in all the trails I had planned…hopefully, the end of the world will be postponed again and I’ll get another chance.

I don’t think I exaggerated when I described the 350 EXC-F as the dual sport Ferrari.  The price tag is high when compared to other bikes in the same category, but considering this bike as the sum of KTM’s “savoir faire” accumulated over the years – just think about Dakar rally victories – it is possibly a bargain.

Thanks to KTM Canada loaning the bike and thank you for sharing!

DSAQ

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KTM 350 EXC-F 2013: Papineau Labelle Wildlife Reserve Ride Part 4

See part 3

The teenager’s father that I had met earlier was right: Lake Croche road was great to ride.  It was a little more technical than Scotch road I had taken before getting there.  The 350 EXC-F, however, made this road pretty easy for the rider – the KTM off-road capabilities are far beyond everything I had ridden so far;  its stratospheric ground clearance freed my attention from anything on the road including large rocks on upward slopes – which makes off-road riding an even more satisfying experience.

KTM 350 EXC-F with Lake Croche in the background

2:04 p.m.  A stop near Lake Croche While I was riding in the area, I saw a small opening in the forest leading to the lake.  It was a small access to the lake with an area of about 200 square feet – enough place for a couple of tents.  I also saw traces of a camp fire. Camping and moto adventuring is probably something I’ll try in the future.

A nice section on Lake Croche road.

2:09 p.m. A little more rugged section.  As I was saying earlier, this is no challenge for the KTM – with its large wheels and long travel suspensions, the 350 EXC-F took only one bite of this road.

 

Forest trail near Lake Croche

2:20 p.m.  Forest trail.  At the end of the Lake Croche road there is a forest trail.  The contact with nature here was awesome.  I had the impression of being a little lost, but that is exactly what I like about moto adventuring: breaking the routine and filling my head with nice memories. I would have continued further on this trail, but there was a muddy section and I had had my dose for the day… (see part 2).

 

2:27 p.m. Another trail.  Turning around was the right thing to do -giving me the opportunity to follow a trail I had seen earlier from the road (on the picture). Once again, with the right bike, this section was a piece of cake!

 

2:33 p.m. On the bridge.  I should have brought along a patio chair and a couple of beers.  I would have stayed here for a while just looking around and appreciating the moment.

2:44 p.m. That’s it?!  I wish that trail had been 10 times longer!  On the picture on the left, you can see the signs on the main road. What a surprise: I had no clue I could reach Lac des Plages from the park – that’s what the signs read.  25 miles (40 km) of off-road riding.  It’s a date.

 

Another view of the area.  You can see the KTM further on the right side.

Then is there a challenge for the 350 EXC-F?

All the roads I tried so far were quite easy with the KTM.  The real challenge, especially for the driver…its the monotony of highways.  After I rode out of the park, I had to drive back on regional roads and highways for 90 miles (140km) non-stop to go back home.

The suspension of the bike was too softly adjusted to ride at more than 60 mph (100km/h) for a long period of time.  I would have needed a tool to temporarily adjust the front suspension for the occasion, which would have prevented the front wheel from occasionally jiggling - it was annoying.

There is no wind protection: going faster than 65 mph for hours is a prowess on a dual purpose bike in general – the KTM is no exception.

Comfort wise, it is ok as long as your brain is doped with adrenaline – that is, riding trails.  But on paved roads, the longer the trip, the harder the seat feels, and this is exponential… which probably explains why the 5 –6 hours I rode the bike off road seemed much shorter (and fun!) than the hour and a half I spent on the highway…

To be continued…the conclusion.

DSAQ

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KTM 350 EXC-F 2013: Papineau Labelle Wildlife Reserve Ride Part 3

See part 2

Maskinongé Bay

12:28 p.m. Commuting between Scotch road and Namur.  I left Scotch road heading towards the Namur gas station with less than half of the gas tank and about 35 miles (50 kms) to go. I was not too preoccupied, I knew I could do it without running out of gas. So, I left Scotch road, followed Harrington road which becomes the Maskinongé road – this fun road is in major part unpaved.  I enjoy this ride which runs along the Red river, crosses quiet rural areas and borders the beautiful Maskinongé Bay.

Then came Boileau road: a few curves and straight lines before reaching Namur.  It was particularity quiet on that Sunday afternoon, so I thought:  “Let’s check this baby out!”  80…100..120… still some revs…130…135…140 km/h (87 mph)…pretty good for a 350cc!  Really no issues on the highway – as long as it’s not too long!…

On the comfort side, it could be better: this becomes obvious when you have to sit still on the bike for a moment.  Of course, one needs to understand that this is a motocross with mirrors and flashers – it is almost a privilege to be able to legally ride this type of bike on paved roads and is a major advantage for connecting between trails - a must for adventuring!

35 miles (50 kms) later, I reached the Namur gas station…: “Phew!  The gas tank is almost empty!” I could see the bottom of it due to the white semi-transparent plastic it is made of… but the gas problem was not over yet:  Wut!?!?!  The gas station is closed?!

F…!  I had about 95 miles (150 kms) on the bike at that moment and really the last thing I needed was to run dry!  “How the heck is it possible for a gas station to be closed on a Sunday afternoon?!  Can’t they hire a student on weekends?”.  Well, after giving it some thought, it was the beginning of the hunting season: it was just bad timing.  I saw a resident not too far away, walked over to him and asked about the next gas station.  He gave me the directions: 5 miles (8 kms) south in Cheneville, in the opposite direction.  Well, I had no choice...  I decided I would fill up and come back to Lac des Plages (Beaches Lake) for the real bike test.  

So Cheneville, here I come!  I was riding slowly to save gas… I was getting pretty nervous.  15 minutes later: “Well! I made it!  So where is that darn gas station?  WHAT!?  Closed!!”  Damn!  The gas station was closed for a couple of weeks – my goose was cooked!  Once again a couple of local residents gave me the directions to the next gas station: 8 miles (12 kms) down the road in Montpellier.  “I’ll never make it… less than an inch of gas in the tank”.  Since I had no choice, I followed the 315 south to Montpellier… and most likely would have to give up my plan to head back to ride at Lac des Plages… going all the way back there seemed like a mountain at this point (I was running out of time).  

On my way to Montpellier I was riding at about 45 mph (70 km/h), following the car in front of me for the backdraft hoping to save gas… I was willing to try anything!  But, just in case, I got mentally prepared for having to walk a few miles to the next gas station.

Suddenly, I crossed the “Baie de l’Ours” road..Woot! Woot!  There was a flash in my mind: I went to Parc Papineau-Labelle last year and I remembered this road...  I would go for my offroad ride in the Park instead of heading all the way back to Lac des Plages - my day would be saved!  At the same moment the gas light turned on and I saw the gas station at the end of the road.  Phew!!  I made it!  That was a very close call!  My heart stopped cold when I saw no light in the gas station… but it was a false alarm: the door was not locked and there were people inside.. Thank God!!!

After 110 miles (179 kms), the tank was dry and I was able to put around 2.8 US gallons (almost 11 liters) of gas.  After a quick calculation, that meant about 40 miles per US gallon (6 l/100km) - not what I would call economic, but considering that I had been riding trails, going through mud, playing in a sand pit and running the bike at high speed for a moment… ok, add a couple of mpg.  Well, still not easy on gas.

Let’s get back to the point. So while I was inside the store to pay for the fuel, I noticed a teen with his parents around the KTM -needless to say he was very interested by the bike.  KTM has succeeded in making attractive bikes that capture the imagination…  In fact, earlier that day I crossed a bunch of dirt bike riders – they were all riding KTM’s.

I told the teen’s father about my “gas prospection” story and my intention to go for a ride in the park.  He knew the area pretty well  and recommended a couple of spots to try – particularly the Lac Croche road which is very appreciated by dirt bike riders.  I thanked him and headed back to “La Baie de l’Ours” road which leads to the Papineau-Labelle park.

Exploring Papineau-Labelle Park, 1:46p.m.

 

Lac Croche road entrance, 2 p.m.

To be continued…see part 4

DSAQ

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KTM 350 EXC-F 2013: Papineau Labelle Wildlife Reserve Ride Part 2

See part 1

Scarecrow near the former Kilmar mine railway.

10:30 a.m. No luck.  I do not know who put this scarecrow here, but one thing is certain: this person knew what they were doing: it is a clear warning – don’t! I walked to the middle of the flooded road to convince myself even more. I had knee-deep water ... and the water level kept rising. How very unfortunate! This section is the missing link to complete the loop around Black Lake: the view is nice there – probably a good (e.g. challenging) section to include in a rally ... Now that I think about it, a Panoramio user, Karlos Gibeault gave me more information about this road:  “...I went with my car last week (May 8, 2012) and we were able to cross with a Jeep YJ ... by the way, this is not a road, but the former railway that connected Kilmar mine to the processing plant at Marelan,  at each end, there's a factory, it is not for nothing!!”  So based on this affirmation, it should be possible to pass!

An overview of Black Lake and the railway …

An overview of the former railway from Google Map. The railway leading to Black Lake (Lac Noir) is almost completely flooded: see the zoom in the upper right corner of the image.

[At the same point] An alternative path?  It was not the first time that I saw this trail, but I had never dared to adventure in it before because of its apparent roughness a little further…but with the KTM it was different.  I was hoping that this path would lead to further discoveries in the area…

Not quite! There were many obstacles: deep mud, logs and trees whipping me on my way with their branches.  There were some nice sections, but too few.

On many occasions I had to push the bike through deep mud.  On some others, I had to lift the back of the bike to change its direction to be able to continue.

At least I learned something here: the 350 EXC is light enough to go through any situation.  I was tired after this experience, but I could not have done it with a much heavier bike.  Out of 10, I’d give the 350 EXC an 11 for its lightness.

Unfortunately, this path was a dead end.  I was totally lost in the middle of this forest.  When I looked at Google map afterwards, I was heading through Lake Cook – with no hope to connect to any other trails in the area.

The motorcycle was covered with mud at that point.  The folks at KTM Canada had given me their blessing a few days before –  allowing me to go through all those obstacles with peace of mind!

I took a moment to relax, take a few shots and appreciated the calmness far from everyday burdens.  Then I had to go back through all those mud holes backwards!

 

11:30 a.m. Out of the woods.  After my journey out of the woods: I rode the old railroad backwards, I followed the 6e Concession road (one of my personal favorite challenges); then connected to Scotch road.  A stop at the sand pit was a must to see how the beast would behave in such conditions.

I met “Le Bleuet” there:, a rider on RidAventure.ca forum.  He took this picture while I was starting the bike prior to diving into the sand pit.  I was hoping to have a short movie to share my “prowess”, but unfortunately it did not work out with the camera.

I had quite a blast with the KTM even if I have only had a few experiences in sand pits - the bike performs pretty well in this type of situation!  I let “Le Bleuet” - who used to ride dirt bikes - have a try.  Here he is in the video.

 

Entrez la légende de la vidéo ici

After this, I continued on Scotch road with “Le Bleuet” to the end of the road.  He was riding a heavier adventure bike.  I realized that I had quite an advantage with the small 350 EXC in rough road conditions – I lost him from sight a couple of times before reaching the end of the road.  Then “Le Bleuet” was heading East, I was heading West, we shook hands and left our separate ways.

To be continued…Part 3

DSAQ

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Honda Unveils New Production Dakar Rally Racer

On October 3, 2012, Honda unveiled its new CRF450 Rally model Dakar racer at the 2012 International Motorcycle, Scooter and Bike Fair in Cologne, Germany. The world debut of this production-based race machine centers on its entry in the Dakar Rally, which will be held in January 2013.

America's Johnny Campbell, the 11-time Baja 1000 champion who previously gained Dakar Rally experience in Africa, will join riders Helder Rodrigues (Portugal), Felipe Zanol (Brazil), Sam Sunderland (United Kingdom) and Javier Pizzolito (Argentina) in an international effort. Honda entered factory teams nine times from 1981 onward in the forerunner of the present Dakar Rally, the Paris-Dakar Rally. Cyril Neveu (France) rode Honda to its first victory in 1982, the race's fourth year, and from 1986 to 1989 Honda won four consecutive titles for an overall record of five victories in nine years. In 2013, Honda will aim for its first rally victory with a model built from a production-based machine.

The CRF450 Rally model is based on Honda's commercial CRF450X off-road racing machine, but it differs in a number of ways. Changes include its use of Honda's Programmed Fuel Injection (PGM-FI) system, increased fuel capacity and the addition of a sophisticated navigation system. In addition, other changes were made to the bodywork and chassis for protection, efficiency and durability. The CRF450 Rally model in its current configuration has undergone extensive testing in Japan and will be tested further in its first race at the Morocco Rally, beginning October 14th. The Morocco Rally will serve as a real-world test to gather data, identify any problems with the machine under actual race conditions, and pinpoint any operational issues.

Tetsuo Suzuki, President of Honda Racing Corporation (HRC) and Honda Motorcycle R&D, said, "Our young engineers have created a race machine based on the CRF450X production enduro bike. The Dakar Rally is a race that continues for two weeks across the hardest terrain of three different countries. The Dakar Rally is extremely long and extremely tough. This is a new challenge for us. Previously, we entered the Dakar Rally with machines purpose-built for racing. This time, we are aiming for our first victory in the Dakar Rally with a production-based machine."

Johnny Campbell said, "My participation in the Dakar Rally over the past few years has been an amazing experience. I have been working very hard to bring the enthusiasm and attention of the USA to this prestigious global event. I am excited to be part of Honda's official Dakar race team and I'm committed to its success. My role will be to provide consultant, development, rider and mechanical services as needed to the project."

[SRC:HONDA]

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KTM 350 EXC-F 2013: Papineau Labelle Wildlife Reserve Ride Part 1

Sunday, September 16 2012 - Patience paid off. For 3 days I could only admire the snazzy KTM 350 EXC-F in my garage.  Other priorities prevented me to go for an adventure ride with the “Ferrari” of dual sport bikes.  But finally, the perfect day presented itself: no rain on the horizon, sunny and 64 F (18 C) degrees as a maximum - perfect conditions.

But before leaving, I made ​​some adjustments that were beneficial:

1. I removed the visor on my hybrid helmet - it has the effect of a parachute on the highway with a dual-sport motorcycle.  So much for the look;
2. I adjusted the mirrors - returning from St-Bruno, Qc where I picked up the bike a few days earlier, I realized on the highway that the mirrors were very, very well secured, which is a good thing, unfortunately in a position that did not suit me well;
3. As the bike is pretty high, I got used to removing the kickstand before sitting  - a lot easier!

With the 350 EXC-F, I had to use my imagination and all the pockets of my jacket and my pants since there is obviously no suitcase or anything to carry some goods in.  This way, I could carry my usual equipment: camera, iPhone, 2 cans of energy drink, cereal bars etc etc..

And finally, a precaution: the fuel tank on the KTM is 10 liters with the reserve, so I planned for refuelling along the way... I will get back to this.

8:45 a.m., departure, heading to Lac des Plages village, through:

• 344 along the Ottawa river, then
• head to Staynerville road,
• Montee Hall,
• Dumoulin road,
• Rawcliffe,
• 6e concession,
• Scotch road,
• Huntington road,
• Maskinongé road,
• …
• and a stop at Namur village for refuelling.  So I thought…

The planned ride, about 140 km from (A) St-Eustache to (C) Lac des Plages with a gas stop at Namur (B)

 

 

West Staynerville Road

09:53 a.m. A gravel road… woot woot!  After 40 miles (60 km), I finally reached West Staynerville road.  I could probably have done this faster, but the ride alongside the Ottawa river (344) is always nice. At last! I could try the bike on a path that sticks a little more to what it was designed for. I opened the throttle and some adrenaline  flowed through my veins. Finally! - This is the reason I worked so hard planning all the steps to get there - you can’t imagine – riding a KTM in the conditions where it excels, what a great start!

 

10:02 a.m.  On the Hydro road near Montée Hall. This road, I had looked at it often in the past: access is obstructed by concrete blocks, but the KTM is so narrow that it can sneak in everywhere. This is a major advantage! +2 I often wondered what was at the end of that road - I thought that somehow I would be able to join the Scotch road from here, but no... Crap!  The road is blocked a mile further with a padlocked fence. No way around it. WWHHHYYYY?! Hydro roads are interesting for motorcycle adventuring!  Those lands are supposed to be public!  Frustrating!

Chemin Hydro, près de Montée Hall

Anyway, continuing southbound on the Montée Hall, I joined another gravel road (Dumoulin road) along highway 50 and the path that leads to Rawcliffe road. One thing lead to another, I borrowed my usual trails in the area through the 6th concession.

I appreciated the lightness of the bike and its handling on hotter trails. Everything became so easy, it was night and day with my usual bike that weighs almost twice as much. Normally, I drive with caution in rocky trails, but with the high ground clearance of the KTM, its large diameter wheels (21 and 18 inches) and long travel suspensions, the same routes seemed to be made of pavers - fantastic!

This was a total bliss until I reached the next section of this awesome road:

 

To be continued…See part 2

Ciao!

DSAQ

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KTM 350 EXC-F 2013, Photo Montage, Papineau Labelle Park

Enjoy!

DSAQ

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First Contact: KTM 350 EXC-F 2013

When I asked KTM Canada to lend me a bike, I did not expect to be catapulted miles out of my comfort zone.

The landing is a bit brutal: it is not the bike that is adapted to humans - but humans must adapt to it.  The word “compromise" was not part of the 350 EXC-F spec sheet.

Result: about 240 pounds.

Once the shock of the first contact has passed, one understands where he just landed: in a world where gravity is no longer as important. The 350 EXC-F is easy to tame and quickly becomes an extension of the driver.  The step is high, but behind the handle bar, everything is possible.  I experienced it on my way back from KTM Canada in St-Bruno.

My first off-road experiment was done in Kahnawake, near Mercier Bridge on the south shore of Montreal: I spotted a trail from the road and gave it a try.  There was a steep slope covered with boulders - the kind of road where you have to think twice with a bigger bike. With the KTM, I was on top of the slope in a wink. It felt like the weight of the bike was almost negligible and it didn’t require much effort to drive even in difficult situations.  I was pretty eager to find other similar challenges after this one.  I rode alongside the St-Lawrence river for a while in short trails then I continued my journey to St-Eustache.

On my way back home, there is a trail that I could never access with my regular motorcycle: there are big concrete blocks that prevent vehicles from crossing.  The 350 EXC-F is so thin that I could snake around the blocks easily.  At the other end of the trail there was a racing sand pit with jumps and bumps pretty well hidden from sight – probably the best kept secret in town.  I went for a couple of laps in the sand, through the bumps, and even attempted a few jumps.  That was pretty cool.  I was able to ride the bike it the sand with such ease!  The biggest surprise was that the small 350cc engine was more than sufficient for the task.

So my next ride with the bike will be to kick some ass in trails that I could not complete and had to turn around with my regular bike.  My expectations are very high, but I feel that I will not be disappointed… 

Ciao!
DSAQ

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NEW XC VERSION OF TRIUMPH TIGER EXPLORER FOR 2013

Here is the original press release followed by my own opinions on the subject.

Triumph Tiger Explorer XC 2013

• Aluminium rimmed, steel spoked wheels with tubeless tyres. • Ride by wire, traction control, cruise control and switchable ABS all as standard. • Hand Guards, Fog Lights, Belly Pan and Engine Bars to back up the go anywhere capability of the Explorer XC . • Extended Service intervals along with two-year unlimited mileage warranty. • Available at Triumph dealerships April, 2013.

Triumph Motorcycles increases its range in the Adventure Touring market with the launch of the new Tiger Explorer XC. With a nod to the styling cues of the award winning Tiger 800 XC, the new Tiger Explorer XC gains a number of enhancements to further enhance its long haul adventure touring appeal.

Key to the rugged look of the XC are the new aluminum rimmed, steel spoked wheels. Maintaining the 19” front and 17” rear of the Explorer, the new Triumph designed spoked wheels retain the Explorer’s incredible dynamic handling providing the additional benefit of tubeless tyres. If mid adventure you find yourself suffering with a flat tyre the experience can soon turn into an adventure of a different kind! Triumph’s tubeless rims ensure this will not be the case and allow you to quickly resume your explorations without the need for an extensive tool kit or experienced tyre fitters.

The adventure look is further enhanced with the standard fit of some additional features, designed to increase comfort and confidence to any adventure. The high impact Adventure Hand Guards offer warmth and protection to hands and controls, whilst the high performance 55w Dual Fog Lights deliver increased visibility for those late rides. Tough 22mm steel tube engine bars and a heavy gauge aluminium Belly Guard combine to offer maximum protection when the going gets more challenging. For riders wishing to further tailor their XC, there is a further range of 54 additional Genuine Triumph Accessories to choose from.

The Tiger Explorer XC is powered by Triumph’s shaft-driven 1215cc triple. Producing 137ps with 121Nm of torque the engine continues to impress. Add into the equation cruise and traction control, switchable ABS and a virtually maintenance free shaft drive, you have the perfect combination for long distance adventure touring. All confidently backed up by a 10,000 mile service interval and unlimited mileage two-year warranty.

Available in Khaki Green, the XC will make its debut during Triumph Live, the World’s largest celebration of all things Triumph, being held at Mallory Park, Leicestershire, UK over the weekend of 31 Aug – 2 September. The Triumph Tiger Explorer XC’s international debut will follow at Intermot, Cologne, on 2 October, 2012. Test rides at Triumph dealerships will be available in early April 2013.

[SRC: TRIUMPH]

When I saw the original Explorer last year, my first thought was “great!, but it seems Triumph has cooked up a more road oriented adventurer this time”.  The XC version aims to fill in the blanks.

Cruise control!  Simply said, this is an underrated item on ADV motorcycles – it will be standard on the XC.

Hopefully traction control (TC) will be easy to turn off - it is not clear on the original press release... crossing fingers.  Personally, I would have preferred TC as optional for a lower bill.  I still need to understand the positive aspect of TC on ADV bikes, but I clearly get the minuses.

Shaft drive: some like, other don’t.  Personally, I appreciate the maintenance free aspect of it.  I own a chain drive bike right now: I can’t find any advantages besides “I could eventually change the sprockets and save a few bucks on gas”, but I feel the hassle of required regular maintenance.  Shaft drive is a plus in my book especially with that much torque on the throttle.

Triumph announces a hefty 54 genuine accessories to choose from.  I assume that heater grips will be part of the list – on my top 5 items not far from aluminum side/top cases.  Add a USB plug and (personal wish!) electronic adjustable suspension (EAS) to complete the shopping list…yeah, I’m a big fan of EAS since my last adv ride to Parent.

To conclude, most likely the total weight of the XC is not heading south and off road capabilities will be limited in heavy conditions – which is the price to pay for a long range, comfortable and powerful adventure motorcycle.

Ciao!

DSAQ

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Trying a new floating bar widget

Found this widget:
http://www.way2blogging.org/2012/06/new-floating-social-sharing-bar-widget-blogger-blogspot.html

So let's give it a try.

Nope.  Cannot find the <data:post.body/> tag.

I tried with the regualar </body> but the floating bar appears with errors at the bottom of the page.

Update: finally found the <data:post.body/> tag.  I miss looked ;)

But there are 4.  So testing with appending the code at first one seems to work.  However my page is not big enough to see the scrolling effect.

So adding

many

useless

lines

to

see

it

scrolling.

Update: nope.  This is not scrolling.

Checking for miss coding.  Hmm, probably miss placed code.  Should try other  <data:post.body/> ...

anyhow, not exactly what I was looking for, but close.

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Testing floating social widget

First test: floating social widget found on http://www.realcombiz.com/2012/06/add-floating-share-barwidget-to-your.html

Instructions are simple.  Let see if that works.

Hmm, no.  The widget does not show up.  It seems the recommanded before </body> position to include the code is not fonctionning.  I added my own alert("") and it does not show up either.

Ok, that works.  One need to click on the post title: good to know.

However, I was expecting to see numbers.  The widget does not show them.

Ok, that work fine. But this is a little misleading, the blog uses another widget that prints number, so I was expecting to have the same result.

So finally will not use this plugin.

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Welcome!

Rather than messing up with my blogs, I created this blog to experiment different widgets.

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12oo GS Rallye 2012: Ride to Parent: part 3

See part 2

Sand pit, near Parent (47.75° N, 74.61° O).  Free camping area?

Nearing Parent (at about 11h20) on my first ride, a road leading to this sand pit got my attention.  The place was huge!  The picture on the left shows one third of the sand pit area.  Most likely a place where ATVs and motocross riders hang out.  I would have spent a lot of time here but I was on a tight schedule.  I will certainly have other occasions to come back. There was evidence of camp fire in the pit… probably a nice place for free camping near Parent.

Once in Parent, there are gas stations, restaurants, camping areas and hotels.  I had to refuel and eat something.  I was toasted and would probably have had a power nap in the restaurant after lunch, but hey!, the little restaurant was crowded!

1 p.m., back to Mont St-Michel

Heading home was more difficult than expected: the road from Parent to Mt St-Michel has more sand patches and the washboard sections are more pronounced.  I have my own theory on this: given that the logging trucks are loaded heading to Mont St-Michel and empty back from Parent, the road is subject to more strain and is more distorted. Here's how the return went on each of the bikes:

1- First with the Versys, it was a real ordeal. I stopped on the way, I could take no more of these vibrations: DrrrRRrrrRRrrrrr. I took off some pressure in the front tire. It was a good improvement for the washboard sections, but a big mistake for sand patches! The wheel had lost its bite in the sand and the bike slowed down more than before and easily shifted from left to right. The best solution, in my opinion, would be to further reduce the preload on the front suspension. In any case, it was a real relief when I finally left the path to Parent! But I still had 240 km to go ... ouch!

I decided to spend some time in the area and took some shots.  I saw this beautiful horse earlier on my way to Parent.  I stopped by and took this shot.

Palomino, on Principal road, Mt. St-Michel

From that point onward, the way home was pretty boring.  I made many stops to rest, drink and eat something.  I was toasted when I arrived at home, the adrenalineless road sucked up the rest of my energy.  Of course, the fact that I left home at 3 a.m. and got back at 7 p.m. weighed in the balance.

2- Now with the 1200GS Rallye.  The combination of both a thinner and larger diameter front wheel was a major asset in this mix of sand and washboard. The wheel was more incisive in the sand and was less prone to transmit the road waves but rather to fly (for lack of better term) over them.  By adding the positive effects of suspension and a set of TKC 80 (50-50) tires, the behavior of the bike was much more predictable.

However, there was a real problem: traction control. When I passed through the sandy sections, the bike began to hesitate: Brrr ... brrr.br.. Rrrrrrr .. brrr ... When I opened the throttle to compensate for the bike slowdown, I felt like I was riding a horse that did not want to jump a fence! Fortunately, this option can be disengaged – something I had not bothered to do before because the effect of traction control had never been a real problem, but now it was really time to disengage it.  For the time I had the 1200GS Rallye, I never experienced a situation where I saw the positive effects of traction control.  Its real benefit remains unclear on that kind of bike.

Beginning of the pavement after 120 miles of dusty Parent road, Mont St-Michel

Of course, I had to return home with the 1200GS too. Since it was still early in the afternoon, I stopped on the side of the road and searched on my iPhone for a route that could be more interesting than the 117 for the return. A resident of Mont St-Michel, a truck driver who knew the place, came by and suggested I take the Manaouane path: much quieter than the Parent road but also unpaved.  This road would lead to St-Michel-des-Saints, down South.

So, here I am at 2 p.m. seeking around for the Manaoune path, 140 miles (240 km) away from home.  Really, this old retired man kept a good secret…  since my Internet connection was bad, I could not find the said road with my iPhone/GPS!  Even after asking other residents, I was unable to reach this path.  Not an issue.  It will probably be my next destination: The Manaouane Indian Reserve through St-Michel-des-Saints.

Finally, I programmed my GPS to go home.  On my way back, I recalled a previous ride where I rode by the Labelle Lake and ended up about 20 miles north of Mont-Tremblant on the 117.  So I decided to make that previous ride in reverse (I was close to Labelle Lake.)

So I was riding south on the 117 looking for Labelle signs…Darn!  I missed the exit!  Oh well, I’ll take the next one.  I finally got out at the 323 South.  Let me say that providence made it quite enjoyable from then on…

One thing leading to another, I crossed this covered bridge on Prud’Homme road to take this unexpected picture.  Tires coincide perfectly with tire marks on the pavement, giving the impression I made quite a stunt to get there (my wife was the first to notice when I showed her my ride pics).

Funny coincidence!  Covered bridge, Prud’homme road

Then on the 327 South, I stumbled upon this beautiful creature:

Oddly enough, ever since I took a hunter safety course, deer keep popping up everywhere during my rides!  I like to stop and take pictures, but I can also understand hunters that like the challenge as well… could I shoot those beautiful animals?  There is a grey zone in my head.

The rest of the 327 south was a total frenzy. The road snakes through the mountains in successive curves, at times requiring to apply the brakes firmly (brakes on the Rallye are quite efficient) and then to accelerate to the next curve (and again quite sensational).

Heading through the 323 and 327 was the apotheosis of this ride with the Rallye.  I was able to enjoy the full potential of the bike on paved road, and it was absolutely awesome!

Lastly, I’d like to thank BMW Canada who accepted to lend me their brand new press bike (only 72 miles/120 km on the odometer) and Moto Internationale, on St-Jacques street in Montreal, who prepared the motorcycle.

Thank you for reading!
DSAQ

A condensed diaporama of the ride below. 

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12oo GS Rallye 2012: Ride to Parent: part 2

See part 1

Parent road at the 309 intersection

10:23 am  The famous road to Parent. After refuelling a few minutes beforehand in Mont St-Michel village, the signs indicating the road to Parent came into sight.  Looking at the blue sign, I realized right away that this road was unusual… it read: “Warning! This road is used by heavy trucks.  For your safety, use a CB on channel 10 to indicate your presence…”  Not very welcoming. I took some time to put on my motorcycle pants (which I recommend for this route).

What follows is a blend of my two rides to Parent: first with my Versys, then with the Rally. It's a bit unfair to the Versys, but it served me as a base comparison to evaluate the Rally. The Versys: an entry level crossover. The Rally: top of the line adventurer whose reputation is second to none. That being said, I learned a lot about the 2 bikes and I will try to transmit my observations as precisely as possible.

 

First contact with the gravel on Parent road.

When I took on Parent road with my Versys, I really did not know what to expect.

After a few moments of riding on gravel, I experienced something very, very troubling:

“DrrrRRRrrrrRRRrrrRRRrr”

Ouch!  What was that? ... For the first time in my life... at more than  45 mph (70 km/h),  it was a brutal contact with a section of washboard.

The transmitted vibrations to the handle bar were so intense that my hands where opening by themselves even though I was gripping the bar as tightly as I could. I immediately thought: "What the heck am I doing here with this bike?".

I was very tempted to turn around.  I kept thinking: "I can’t believe I drove all this way for nothing…not possible, I must continue."

I took out the mini tool box that came with the bike and turned the spring preload adjuster two full turns counterclockwise to reduce the suspension preload (there was no dedicated tool for adjusting the suspension, I had to work with a pair of pliers ... very frustrating).  Luckily, it was enough - I could have removed even more, but the operation was tedious and I scratched the suspension adjuster with the inadequate pliers.

***

With EAS, dust free drive shaft and a wide base kickstand that does not sink into the sand, this bike is well adapted for this type of road.

All this to highlight the option I liked most on the Rally: electronic adjustable suspension (EAS). This is simply genius! The first thing I did when arriving on Parent road with this bike was to adjust the suspension mode to "light off-road" and "Soft". That’s it! 30 seconds was all it took to make the adjustment. One must have lived both situations to assess this option at its fair value. When I went on washboard sections with the Rallye, yes, there were still vibrations transmitted to the handle bar, but the difference was huge - much smoother!

 

Over the 115 miles (178 km) to Parent, there are several stretches that are fast. It even becomes quite euphoric. One can get caught in the game, thinking it is a race and often noticing the speedometer is over 60 mph (100 km/h). Then suddenly, a sand patch…this is not a ride for the faint of heart!  I have noticed a few more white hairs on my head since the ride. On many occasions I told myself: “That’s it, I’m cooked, I’m gonna bite the dust.”  On those occasions, the only thing to do is to abandon the bike to the road and l let it work its magic. Finally, one realises that the main skills to develop are to keep a good balance standing on the pegs and do slight course adjustment when the road gets tough.

A straight section of the road after the passage of a vehicle.

Here the 110-80/19 front wheel of the Rallye had an obvious stability advantage over the Versys 120-90/17 wheel.  Most likely a thinner 21 inches wheel would have been the ideal choice.

Some pictures midway at the Longs Rapids

Signs indicating the direction of Parent, Lunic, outfitters, Lake Mary and so on.

 

Longs Rapids

 

Trucks and other vehicles on the road

Loaded logger truck.  There are many on the way.

The biggest source of stress is moving into the cloud of dust raised by these large vehicles in their path. One should slow down a lot, visibility is almost zero. Fortunately, the road is quite wide and there is plenty of space.

One of numerous blind turns

There are many blind turns where you cannot see what is coming from the other side. One must keep to the right of the road as much as possible in case an oncoming vehicle requires more space to take the detour.

 

To be continued...part 3

DSAQ

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