Now sitting in the editor’s chair of this little newspaper of ours, it continues, although not so much from my mom, but from email, newsletters and other forms of media. I have an account set up with Google to send me daily links of things related to motorcycles. My original hope was it would help keep me informed of changes in the world of motorcycles, everything from new laws to new companies and products and everything in between. It has become a daily barrage of the grim and heart wrenching things we never want to happen to anyone. I am amazed at the continuous stories of death and injury our fellow motorcyclists and their families and friends have endured. It never ends.

One of the most disturbing articles I read happened some time ago. A teenage girl had just gotten her license and for her first bike she purchased a beautiful Yamaha R1. If you could see me now I would be shaking my head side to side and sighing loudly. According to the article she had picked up the bike at the shop and proceeded on her first ride as a licensed rider. 10 minutes later, 10 MINUTES, she was dead. A terrible mixture of inexperience and too much speed.

I have mixed feelings about limiting the size of bike a new rider can ride, I know of one person who had a Suzuki GSX R 750 for their first bike. They have ridden safely for years. On the flip side I know another individual who had a nice little Honda XL 185 and ended up with an erector set in his leg. It’s all about riding at your abilities and not overstepping them I suppose, but you really have to swallow your pride.

This past spring I started training to become an instructor, hoping to pass on to some of the new riders the experience I have had. I spent a weekend working with a class of individuals as diverse as the bikes on the market today. All wanted to experience the freedom and lifestyle we all share. All the participants passed the course and are all licensed to ride on the road now. However I have this incredible fear in my heart that some of them will end up being statistics. Some of them passed just by the hair on their chinny chin chins. The regular instructors arranged for the few that really shouldn’t have passed to receive extra training.

One thing the training course really pushes is to start small, no more than a 250. However some of these students had their own visions of motorcycles dancing in their heads. One woman had bought a 750 because a “friend” told her a 500 would be too small. Another had purchased a big Harley touring bike. She could barely hold up the tiny Honda CM 250 she was training on and refused to own anything other than a Harley. Maybe a nice 883 would have been a better choice? I’m not sure. When her husband rode in to see how she was doing a lot was explained; he had a full dress Harley and fancy leathers, the whole nine yards. He also just about dropped it in the parking lot. But he had “the image.”

This is the one time you need to swallow your pride, start small, become a safe and skilled rider, then move up to that bigger bike you’ve been dreaming about. That way you won’t end up a statistic and you’ll appreciate that dream bike even more.

 The V-Max is a simple concept; major acceleration based on the classic American hot-rod theme, drawing its heritage from a bridge race; a type of drag race from one end of a bridge to the other. The V-Max has spawned a cult following of tire shredding riders looking for something a little different, a little radical. “.I’m sure that this is due to it being the kind of bike which is very different to the crowd.” Dave Shepherd, Yamaha technical Specialist says, “It often happens to bikes that are designed outside of the box”.
        
 After 20 years with only minor changes in 1993 when the Max received 43mm forks (up from 41mm) and new 4-piston front disc brakes (up from twin pistons calipers), the V-Max has remained virtually unchanged with continued strong sales with no plans to cease production. While there are other power cruisers on the market, none have the 20 year history the V-Max has.  “The usual reason to discontinue a model is either declining sales interest or its ineffectiveness against competitor’s models,” Says Shepherd,  “Yamaha is still waiting for the others to catch up with Mr. MAX.”         

 The one thing that all the major motorcycle manufactures have learned from the V-Max’s success is that when it comes to power cruisers, big horsepower and massive acceleration add up to big sales.  All the major manufacturers have cruisers with large displacement engines. Honda has the VTX 1800, Kawasaki has the Vulcan 1600 Mean Streak, Suzuki has introduced the Boulevard M 109. Harley-Davidson has the beautiful V-Rod and even Canadian manufacturer Merch Motorcycles has their RT 120 with an optional 125 cubic inch V-twin motor.  

 When it comes to true horsepower few can compete with the Rocket III, the latest big-boy-on-the-block from British manufacturer Triumph. The Rocket III is the largest displacement production motorcycle ever produced, a 2294 cc inline triple with cylinder bores the same diameter as the Dodge Viper.                  

 A project five years in the making, the Rocket went through many design and engine configurations before the right mix was found. Though big and brawny, Triumph engineers and designers retained some of the look and feel of a classic British motorcycle, looking to the original Triumph Trident and the BSA Rocket II.        

  Is the Rocket III the bike to end the V-Max’s reign over the power cruisers? Not a chance. The V-max has 20 years of solid sales combined with 20 years of after market accessories and go-fast add ons. The rocket III is however, the natural evolution of the power cruiser motorcycle. Actual speed is starting to fall to the wayside in favour of the earth shattering acceleration that a bike like the Rocket II can pump out. The power cruiser rider wants to feel the ground shake and the bike twist when they snap the throttle at the stop lights.        

  The Rocket III may have started a new phenomenon in the power revolution that the V-Max started 20 years ago. If horsepower and cc’s continue on this upward trend, we may very well be one day referring to liter size bikes as a mid-size ride.

Maybe size does matter.                                                      

Star Twin, a Holland based manufacturer has recently introduced the Thunder Star 1200 TDI sportbike. .Using a 1200 cc three cylinder turbocharged direct injection motor taken from a Volkswagon Lupo, the bike has an estimated power output of 60 bhp and 165 foot lbs of torque. By remapping the controls this is increased to 120 bhp and 250 ft lbs of torque at 5500 rpm. With a Yamaha FJ 1200 five speed transmission and weighing in at 450 lbs, the sleek looking machine has similar looks to other sport bikes on the market today. Early estimates put the fuel mileage at 150 mile per gallon. Star Twin is presently exploring the possibility of marketing the bike and while top speed is not at par with the many gas powered motorcycles on the various race circuits, Star Twin may very well have their sights set on the race track in the future.           

The American and British Military have also noticed the advantages a diesel motorcycle may offer. F1 Engineering has developed a diesel powered dual purpose motorcycle. Using a Kawasaki KLR 650 modified to run on diesel, the bike puts out 24 hp and gets 25 miles /gallon with a top speed between 80 to 100 mph. At the Bonneville Salt Flats, F1 Engineering took two bikes for testing; a civilian issue model and a military model with a small turbocharger. Each bike made 2 passes with the civilian model averaging 84 mph and the military model averaging 92 mph. “This is a high performance enduro bike that will run over 100 mph, revs over 7000 rpm and will climb the proverbial brick wall.”           

The obvious advantage for the military is the diesel fuel itself. The bike is able to use the same fuel that tanks, trucks and other military equipment use. A logistics problem is slowly being eliminated as more military vehicles start using diesel and less are using gas.           

Canada is slowly starting to add bio-diesel to the local gas bar. Bio-diesel is diesel made with recycled vegetable and animal fats. It is clean burning and does not add to the global warming problem and can be burned in any diesel engine. Bio-diesel may very well be eliminating a disposal problem; used oils from French fry fryers can be converted to bio-diesel very easily.           

 The day is fast approaching when there may very well be a diesel powered sportbike making a victory lap at a track as its gas powered cousin begins its final days before being retired. Let’s just hope the fast food joints will share their fuel.                                                                                 

I have heard all the reasons. I have experienced many of the things that people say is the reason they ride. There have been the starry, summer nights when the road went on forever and the bike was running like a Swiss watch. The red glowing sunsets that you are certain were painted by the very hand of God. The twisty road that goes on and on and you drag your pegs on every corner. I have even had the proverbial “one with the bike feeling.” on countless occasions.
 

But the actual reason I ride? I’ll tell you; the reason I ride is so I can wear my helmet. Surprised? After I thought about it, it became obvious; I ride so I can wear my helmet. Before you start thinking that I must be a few sandwiches short of a picnic or that maybe I rode the short bus to school, let me explain my reasoning.

 One particular Saturday afternoon I was sitting in the living room thinking about the things a man thinks about on a Saturday afternoon when he sits in his living room thinking about the things a man thinks about. My youngest daughter came in to introduce me to her new boyfriend. Did I mention the new boyfriend has a Mohawk hairdo approximately 12 feet from the tip of the spikes to his shiny bald head? What hair he does have is a lovely shade of green and he has enough piercings and safety pins in his face to grate a block of parmesan cheese.

“Dad this is my boyfriend Festering Boyle, we’re going to a Rancid concert to do some moshing.”
 “That’s nice honey, could you pass me my helmet please?” I said with a sigh.
  “Uhh, Dad, it’s winter, you can’t ride anywhere.’ She said as Festering snickered under his breath and mumbled something about “dude” and “sticking it to the man”
 “Oh yeah,” I said, “Guess I’ll go take your mother’s vacuum cleaner for a spin, if I can find the kick start.”
 

I usually try to avoid Rancid things, and moshing, well it sounds like a strange ritual you do when dancing around a fire while wearing sheepskin chaps. I think Festering Boyle is still a gentleman to my daughter; otherwise a traction test on his fingers might be in order.
 

My eldest daughter also seems to have a knack for making me put on my helmet. Let us observe. 

“Dad I need $150.00 for a new pair of shoes for the prom.” Did I mention this kid has enough shoes to make Imelda Marcos jealous? She has an entire closet full of new shoes for the prom!
 “That’s nice honey, here, take my wallet, could you pass me my helmet please?’
 “Uhh dad, it’s winter.”
 “Oh, okay, I’ll go try the spin cycle on the washing machine.”
 

I’ve learned to watch my wife’s mood swings and body language and I am pretty good at getting the jump on her, by the time she gets to me, my helmet is securely on my melon and a virtual “cone of silence” surrounds me. I am immune to any thing she can say. When she talks to me all I hear is Charlie Brown’s mother talking to me. “Wonk wonk wonk.”

I just smile and nod “That’s nice dear, can’t you see I’m wearing my helmet?”
 “Wonk wonk, winter wonk!” she said.
 “Yes dear, I’m going to see if I can drag the pegs on the snow blower.”
 

When I have my helmet on and I’m riding my motorcycle, all I hear is the drone of the engine, the wind whistling by and I am alone in my thoughts. I am able to think about the road ahead, the destination, the other people I ride with, or any other thought that comes to mind. Riding is a great way to clear the cobwebs out of your head. Best of all when my family decides to drop one of those little tidbits of conversation that makes me want to jam an ice pick into my ear I am safe. There is no way I could get an ice pick through the side of my helmet. Now if I could just figure out how to fix all the ice pick chips on the side of my helmet.
 

According tot the Motorcycle and Moped Industry Council, motorcycle sales have more than doubled from about 24,000 in 1996 to about 60,000 in 2001. The litre size motorcycles making up the majority of street bike sales, from almost 19 000 in 2000 to over 24 000 in 2002
 

Recent studies show that the majority of Canadian motorcyclists are an average age of 46, a college graduate and an established family man. The Canada Safety Council says, “The average age of riders in their motorcycle training programs are now in their late 30’s; about 10 years older than a decade ago.”

 Although these studies show the average motorcyclist is usually male, there is a growing trend in women taking to two wheels. In 1990 in the United States, 6.4 percent of riders were women, in 1998 that number rose to 8.2 percent. Interestingly this study also found that women out spend men in the motorcycle apparel and accessory markets.

 In 2002, Ontario had almost 120 000 registered motorcycles, with 91 percent of those belonging to men and the other 9 percent being made up by women. Of the 120 00 registered, 58 percent are between the ages of 30 to 49 years of age.

 The Baby Boomers are a big part of the increase in motorcycle sales, the re-entry buyer; the person who wanted a motorcycle when they were younger is now purchasing the bike they never had. “The Boomers are reaching retirement age and have money to spend,”  motorcycle salesman Jim Homes says,  “It may even be a mid life crisis thing.”

 Dubbed “Rubies,” (short for Rich Urban Bikers) many are buying the top of the line bikes at the top of the horsepower class. “When it comes to street bikes,” Jim says, “The large cruisers are the purchases the rubies seem to be most interested in making.”  Not only are the Rubies buying “top of the line” bikes, they are also spending the extra money for accessories and aftermarket products to make their bike unique and reflect their own individuality.  “Once the bike purchase has been made, within a few weeks the accessory purchases start,” says Jim

 The MMIC’s statistics also show that off road bikes up to 125 cc have consistently been a big seller making up the majority of bikes sold. Off road riding is an easy and inexpensive way for children to become involved with motorcycling. Programs like Honda Canada’s Junior Red Rider’s Club, allow parents to find the answers to questions and concerns about motorcycling and kids are able to get the proper training necessary to keep the sport safe and fun. “We will get a parent buying a bike and then returning to buy a dirtbike for their kids.” Jim says, “It has really become a family activity.”

 D’Arcy Bailey, an avid motorcyclist and parent who shares off road riding with his wife and two boys couldn’t agree mere, “There’s nothing like the feeling of riding with you kids,  I’d rather go riding with my kids then be a hockey dad.”
 

Motorcycling it seems may be slowly shedding the bad boy image of the outlaw biker. The person riding the big Harley may be an accountant, lawyer, rich or poor, it no longer matters. The times they definitely are a changing.’

Hang on and enjoy the ride. 
 

In 1980 a team of engineers at Kawasaki set to work developing a motor with the lofty (at that time) goal of 120 bhp. The first motor they built was a behemoth air cooled inline six cylinder beast that could easily punch out the necessary 120 bhp. While this motor could produce close to the required 120bhp, the huge size of it would have made any bike handle like a tank. This massive piece of metal was dropped in favour of an inline four, 16 valve air cooled motor. Unfortunately as the design team were closing in on the 120bhp mark, this new motor had problems with overheating.  While water cooled engines are commonplace on today’s motorcycles, in the early 80’s this was a somewhat radical step, but it was the obvious solution.

After four years of development the motorcycle world was finally introduced to the1984 Kawasaki GPZ 900R. Powered by the revolutionary water cooled 16 valve engine, the bike was basically a 900 cc engine stuffed into a 750 frame. The GPZ 900R had the weight and handling of a 750 with all the power of an 1100 and boasted a top speed over 240 km/hr with a quarter mile time of just over 10 seconds.

 The 900R paved the way for the perimeter framed Ninja 600. “At the time of the Ninja 600 introduction, I remember questioning the thinking behind a 600.” Motorcycle salesman Jim Holmes ponders, “The question running through Jim’s mind at the time, “Why would anyone buy a 600 when they could have a 750?’ “Shows you how much my teenage hormone ravaged mind knew way back then.” Jim says with a smile.

At the time of their first introduction 600cc bikes got a bit lower insurance rate compared to a 750. Today,  generally speaking, we are unable to make that claim, due to skyrocketing insurance rates on not only sportbikes, but all bikes, no matter what their size. 
 

Even though the Ninja 600 was the beginning of the end for Japanese 750 Superbikes and 750 superbike racing, Suzuki has had continued success and good sales with the GSX R 750. Motorcyclist magazine named the GSX R 750 the best all-around sportbike on the market last year and it is one of the best selling bikes in England. Sadly it may be a dying breed. Today’s 600’s have excellent performance and handling and in the right hands a 600 will give GSX R 750 a run for its money.
                                                                                      
New rules for next years Moto GP racing limiting the size of the race bikes to 800cc’s may give the 750 a stay of execution or it may speed up the dying process, time will tell. I have often thought it may be possible to have a sanctioned class of racing similar to the Suzuki SV cup but with the GSX R 750. Although it may just be something to appease the dinosaurs like myself out there who are longing for the long ago days of 750 superbike racing.

Maybe someday.
                                            

With few options available to someone so young, Lily was forced to undergo the same treatments someone much older would have to endure. Through it all Lily was the strongest of all of us.” Laurence explains, “It was truly the very last day before she made any mention of pain.”

On November 1, 2004, after a four and a half month fight, Lily could fight no more, with her family at her side; Lily left this earthly plain and headed on to the next. Before she died, Laurence and Krista made a promise to their daughter; they would take up the fight she had started. “We told her it was okay to stop fighting,” Krista says quietly, “This is our fight now.”
Motorcyclist James Scott; Lily’s Uncle Jimmy and a close family friend, did not want her death to be in vain. Being a father to two young boys himself, James felt the loss on a very personal level. “With Lily’s spirit and attitude, I honestly believed she would pull through.” James explains, “When she died it was devastating, I wanted to do something to honour her and keep her spirit alive.”

Knowing the generosity of the motorcycling community, James decided he would start the Ride for Lily with the mandate to raise funds and increase awareness for brain tumor research. On July 23/05 James, pushed the start button on his motorcycle and accompanied by Krista and Laurence driving a support vehicle, they began the first ever Ride for Lily.

Departing from Cambridge they headed west to Vancouver, then back to the Brain Tumour Research Centre at McGill University in Montreal before heading home to Cambridge. Along their route stops were made at cancer treatment and counselling centres to meet with those affected by this terrible disease. Handmade quilts made by Krista and the Goddard’s many family and friends were left with cancer patients to give them hope and inspiration. To date $110 586 has been raised with 100% of the money going directly to the research for a cure.

Riding on the wave of success from the 05 ride, the 2006 Ride for Lily set its sights on the east coast, touring Quebec and the Maritime Provinces with the same hopes and expectations. Accompanying James on his Harley Night Train were Pat Bellamy on a Suzuki Bandit and the author on a Honda Super Blackbird. A supporter since the first Ride for Lily, Royal Distributing stepped up again this year and donated the use of a Hummer H2 and trailer for a support vehicle piloted by Krista and co-pilot (and navigator) Laurence Goddard. The trailer and Hummer were both filled with handmade quilts, Goals for Lily bracelets, ride T-shirts and the necessary provisions to ensure a safe trip for motorcycle and Hummer alike.

Along the route the true scope of this terrible disease became obvious; an evening walk along the streets of Sydney, Nova Scotia, and a request for directions became a conversation with a couple who had lost a family member. While fuelling at Miramichi, New Brunswick, a man approached the Hummer and gave a $5.00 donation; he was on his way to see his wife who was in the hospital fighting her own battle with cancer. Krista gave this selfless gentleman one of the many quilts for his wife to know she was not alone in her fight with the disease.

After learning of the Ride for Lily, Rodney Steeves made plans to meet us on his motorcycle to share his favourite roads and the sights in his home province of New Brunswick. Rodney’s own life was touched by the disease when his son was stricken with a brain tumour. Although his son has won the fight, the battle continues as he struggles with the side effects; difficulty walking, speaking, and seeing.

An invitation to the Superbike races at Schubanecadie brought visits from race fans to the Ride for Lily display and many more stories of family and friends affected by brain tumours. A youngster offered up his $4.00 allowance for a donation after his father explained what a tumour was and how serious the need for a cure is. With a bracelet and patch in hand, he walked away with smile of satisfaction.

In the Maritimes hospitals and treatment centres are few and far between with many visits requiring several hours drive to Halifax or Sydney, Nova Scotia. Fortunately petroleum producer Irving Oil has their Fuel the Care program to help families cover the cost of travel to visit their children in hospitals throughout the Maritime Provinces.

On the return trip, a stop at the Brain Tumour Research Centre at McGill University in Montreal brought smiles and greetings from doctors and staff including renowned Neurosurgeon Dr Rolando Del Maestro. A tour of the facility allowed us to speak with researchers and actually learn of the progress and developments that are in the works thanks to the money raised.

An Inuit proverb states “Perhaps they are not stars, but rather openings in heaven where the love of our lost ones pours through and shines down upon us to let us know they are happy.” With the 2006 Ride for Lily completed, Krista and Laurence have kept their promise and with the support of ride organizer James Scott will continue to strive for the cure as Lily looks down upon them and guides them in their quest. “Lily was put here for a reason,” Krista says, “I refuse to let her be forgotten.”
(For more information go to www.goalsforlily.com and www.irvingoil.com )

Author’s note: This story was originally published in Motorcycle Mojo Magazine. I had the very great pleasure and honour to accompany the  Goddards and James Scott on their quest to the east coast of Canada. There can be no greater tragedy than the loss of a child. Their dedication and strength will ensure Lily’s spirit will continue to endure. 

 My hope is to share the adventures (and misadventures) of the Canadian motorcycle experience. Stand by, we are under construction. The road is winding out ahead of us.