We can all learn something from this video from a Canadian truck’s dash cam that captures the moment a rider hits a freeway barrier and flies over the side of the off-ramp.
It happened in Montreal last week and the unlicensed rider suffered serious but non-life-threatening injuries.
The male rider is lucky to be alive and owes his life to the truck and a police officer who was nearby.
What can we learn?
The lack of a licence indicates the rider was unskilled, although he wasn’t traveling very fast.
Some suggest he had target fixation.
If you don’t know what that term means, think of it as “if you look at it, you will run into it”.
Target fixation
Target fixation often happens in a corner when a rider goes in too fast, looks at where he thinks he will crash and that’s where the bike goes.
However, you can actually make target fixation work for you by consciously choosing where you want to be and the bike will go there.
The other interesting take from this video is that the bike keeps going.
It shows how important rider input is in steering a motorcycle.
Above about 8km/h, a motorcycle’s wheels have a gyroscopic effect which keeps the bike upright.
Without any rider input, a bike sits up straight and continues on.
To steer, you have to “counter steer” in the opposite direction.
In an emergency situation like this, your instinct is to turn the handlebars toward the direction you want to go.
While we can’t see this rider turn toward the wall, even the slightest bar movement in the wrong direction can have a catastrophic effect.
Check out this video where a rider makes several mistakes.
First, the rider enters the corner too shallow which makes the bike run wide. The rider should take a wider approach so the bike is leaning and turning away from oncoming traffic.
Second, the rider sees the truck and develops target fixation.
The third problem is that the rider has not practised counter steering, so he swaps back and forth between steering and counter-steering, weaving into the truck.
You need to practise counter steering to ensure that it becomes your reflex action in an emergency.
Jonathan Huginski was in 10th grade when he crashed his almost-new Kawasaki near his school in Waterbury, CT, and broke his wrist. When he emerged from hospital, the bike had disappeared along with his youthful innocence.
Twenty-seven years later, following a crackdown in a city park, Hartford police impounded the KX along with several other missing vehicles. Checking serial numbers with the National Insurance Crime Bureau database, up popped Huginski’s name along with the listed-as-stolen in 1993 KX.
GASGAS North America announces four 2020 models from its TXT Racing lineup.
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GASGAS NORTH AMERICA ANNOUNCES TXT RACING MODEL RANGE FOR 2020
BRAND GETS ‘ON THE GAS’ WITH EXCITING CHANGES IN 2020
MURRIETA, Calif. – GASGAS North America is proud to introduce its TXT RACING 2020 model lineup with the announcement of new TXT RACING 125, 250, 280 and 300 machines, available in May within its all-new North American dealer network. Now joining the Pierer Mobility Group, the GASGAS brand can build off its strong offroad heritage and expertise in offroad motorcycle racing and trials competition.
John Hinz, CEO: “This is an exciting time for the GASGAS brand in North America. I am looking forward to riding trials with existing trials riders and introducing the GASGAS brand to a new generation of customers.”
Building on his long history with the brand, 10-time AMA National Trials Champion Geoff Aaron will continue representing GASGAS in the U.S. as Team Manager of the Racing division.
Geoff Aaron, Race Team Manager: “I’ve been a part of the GASGAS family for just around 20 years now and I can’t say enough about the TXT RACING model lineup and everything that this brand represents. GASGAS has been in the offroad and trials scene for quite some time with countless championships, but these bikes are also a great entry point into the performance offroad world with an amazing level of ease and enjoyment. With the support and backing of the Pierer Mobility group, I am excited to see how this great brand can grow in North America.”
A complete range of advanced, 2-stroke machines, the GASGAS TXT trials model range offers everything aspiring riders need. Developed using innovative technologies and proven at the highest levels of competition, all machines deliver class-leading chassis performance thanks to the ultralight tubular chrome-moly frame and premium suspension components including TECH forks and an ÖHLINS 2-way hydraulic rear shock absorber. Strong, controllable power is turned out by cutting-edge single-cylinder engines with optimal mass centralization and efficient, compact designs. Connecting the rider to the machine is achieved through minimalistic bodywork and enhanced ergonomics, offering unrestrained mobility and comfort.
The new TXT RACING 2020 model range accumulates years of evolution and experience with a careful balance of adjustments that have been giving shape and temper to the flagship bike – the TXT RACING 300. Offering a potent combination of linear power and massive torque on demand, the TXT RACING 300 delivers maximum performance as the clear choice of champions who are faced with the most demanding terrain. Combined with class-leading suspension, selectable engine maps and BRAKTEC hydraulic clutch and brakes, the TXT RACING 300 features a collection of top components for the best performance, quality and reliability in the segment.
The TXT RACING 250 brings the perfect balance between fun, usable 2-stroke torque and power and nimble, lightweight handling. It shines in tough, technical terrain thanks to the high-revving engine’s punchy, yet manageable, power delivery.
While the TXT RACING 125 is the smallest capacity 2-stroke in the GASGAS trials lineup, it includes the same performance features as its larger displacement stablemates, and its lighter weight and smooth power make it the perfect machine for young riders entering and growing in the sport.
The TXT RACING 280 is the mid-capacity model in the trials lineup that is often considered the “magic combination,” bringing a solid balance of both power and torque delivery. Its smooth, powerful engine character allows for excellent proficiency in technical terrain.
With an agile, yet stable, chassis housing a complete range of displacements to suit the rider, GASGAS trials machines inspire rider confidence, allowing beginners and professionals alike to remain feet-up and master the most challenging terrain.
For further details on pricing and availability, please refer to your local authorized GASGAS Motorcycle dealer. For more information on the GASGAS Motorcycles brand, please visit www.gasgas.com.
Despite anticipated delays due to the COVID-19 crisis, Cake will be delivering Ösa+ and Ösa Lite models in the next few weeks.
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CAKE Delivers Its First Production Series Ösa
The first production Ösa motorbikes now delivering to customers in the United States.
(Stockholm, Sweden – April 30, 2020) – CAKE, the Swedish manufacturer of lightweight electric off-road performance motorcycles, today announced the delivery of the first production series of its utility motorbike platform, Ösa. Delivery has started in the United States with Europe, Asia-Pacific, and other global markets starting deliver in the coming weeks.
“We are thrilled to announce that the Ösa platform is now ready for delivery to riders here in the US and, within just a few weeks, around the world,” remarked CAKE Brand Manager, Zach Clayton. “Whether it’s a restaurant delivery service doing neighborhood deliveries or a surfer looking for a low-impact way to get to the beach with their board, the Ösa models provide so many ways for people to expand enterprise opportunities and exploration.”
CAKE’s motorcycles are built with a purpose to inspire people to contribute to speeding up the journey towards a zero-emission society by combining excitement and responsibility. Apart from being a light, clean, and quiet electric motorcycle, the Ösa is derived from the diversity of work and differentiated needs of the customer. What to bring and what to carry varies greatly between the office worker and the craftsman, and the roads toward the destination include highways and trails and everything in between. As a result, CAKE’s solution was to build an electric and modular utility commuter vehicle that serves a wider range of riders with off-road capabilities.
“We’ve been anxiously awaiting the Ösa to hit the streets and we’re pleased to say we’re right on target. Our ambition has been to create a motorbike that would serve as a powerful utility, transportation, and exploration tool—a tool that not only carries an abundance of gear, but also serves as a mobile workshop and a rolling power station,” remarked Stefan Ytterborn, founder of CAKE. “So, aside from serving the need for clean and efficient urban commuting or last-mile delivery use, for most people Ösa will allow them to have off-the-grid cinema nights in the woods, backcountry live gigs, dinner parties along at the beach. Whatever comes to mind and wherever, the access to power can bring traditional pursuits to new, virgin places and create entirely new experiences.”
Heavily influenced by the workbench, the Ösa design features a large gray bar extending out from underneath the seat. This uni-bar, modular, clamp-on system serves as the heart of the Ösa, allowing users to attach baskets, bags, tools, and more to create over 1,000 different possible configurations. It also features a powerful battery with multiple outlets, meaning the Ösa doubles as a power station on wheels, enabling the rider to be completely independent, off-the-grid.
The Ösa Lite, the scooter model, has a top speed of 30 mph and starts at $6,500 USD, while the Ösa+, the motorcycle model, boasts a top speed of 60mph+ starts at $8,500 USD. Both are available for order worldwide on ridecake.com.
About CAKE
CAKE is a Swedish company with a clear mission to contribute to speeding up the transition towards a zero-emission society, by combining excitement and responsibility in its development of light, quiet, and clean high performance electric off-road motorcycles. Its first model, the Kalk, debuted at Denver’s OR and Munich’s ISPO shows in January 2018, and has received numerous accolades, including the 2019 and 2020 Red Dot Design Award and “Best in Show” designation by several outdoor industry publications. In 2019, CAKE launched the Kalk&, a street-legal motorcycle as well as Ösa+ and Ösa Lite, a utility platform with an integrated power station and off-road capabilities. Kalk INK debuted in March 2020 with the street-legal Kalk INK SL entering the line in April 2020.
It’s all about the outdoors. Explore with respect.
Learn more about CAKE at www.ridecake.com.
If you’re younger than 35 or older than 95, please move along.
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Kurt Nicoll Announces Champion MX Vet Training
For Immediate Release – April 27, 2020, Murrieta, California – Four-time vice FIM Motocross World Champion Kurt Nicoll announced he will be offering motocross training for vet riders, an all-new addition to his Champion MX California Vacation program. Nicoll will be offering one-on-one training at Southern California tracks for riders over 35 years old, from novice- to expert-level abilities.
“After many, many requests I am now offering one-on-one coaching specifically aimed at vet motocross riders that are serious about their riding and racing,” said Nicoll. “You are never too old to improve your techniques and learn to ride better and faster. I am offering three-hour coaching sessions at any of the local So Cal tracks for anyone over 35 and younger than 95.
“It is important to mention that we will be observing the current social distancing guidelines and follow the rules laid down by each track,” Nicoll added. “Send me an email at [email protected] or contact me via direct message in Instagram @championmx and we will schedule a time and place to take your riding to the next level.”
Following his pro career in the FIM Motocross World Championships, Nicoll has continued his impressive career on two wheels, racing to national championships in everything from AMA Supermoto to AMA EnduroCross. The Murrieta, California resident is a dominant figure in the Glen Helen World Vet Motocross, where he has earned four World Championships, and at the Vet Motocross des Nations at Farleigh Castle where he has claimed five titles.
At 55 years old, Nicoll is still racing motocross every chance he gets, and is eager to share his insight on technique, training and how to improve your speed on the motocross track. For information on Champion MX training sessions, contact Kurt Nicoll at [email protected] or call 951.795.2411.
Get everything you need to maintain your street or off-road motorcycle’s chain with Motul’s Chain Care Kit ($33.99). This kit contains everything you need to clean and lubricate your chain: a 9.8-oz. can of Motul C1 chlorine-free Chain Cleaner, a 9.3-oz. can of either Motul C2 on-road (sticky) or C3 off-road (non-sticky) chain lubricant, a specially-designed double-sided chain cleaning brush, one pair of nitrile gloves and, of course, a Motul sticker for your garage fridge.
Two decades ago Honda, so often kings of the multi-cylinder four-stroke racing world since the stunning arrival of several jewel-like Grand Prix machines in the 1960s, had realised that something truly new was required to stay in the important game of winning WorldSBK championships. Something new for Honda, at least.
In 2000 the biggest Japanese manufacturer of them all adopted a 1000cc V-twin engine configuration, the same basic format that their main WorldSBK rivals – Ducati – had been using to such great effect long before the WorldSBK party had officially started in 1988.
In reality, the Honda VTR1000SP1 was a very different design to the Desmodromic, 90° belt-driven ‘laid down L’ of the Ducati.
Honda RC51 VTR1000 SP-1
The reason for the birth of the Japanese twin-spar aluminium framed 90° V-twin was simple. Having won the Superbike Riders’ Championship with Fred Merkel and the RC30 (twice), then John Kocinski and the RC45 as recently as 1997, the writing was on the wall for the whole era of 750cc four-cylinders being competitive against bigger-bore twins. Even the title-winning Honda V-fours.
Aprilia, another Italian marque which competed against Honda in the smaller GP classes, had already jumped on the big V-twin bandwagon as they entered WorldSBK full of ambition in 1999. Even little Bimota had hybridized their small-production run Italian philosophy with a V-twin Suzuki engine for the 2000 WorldSBK season.
Honda RC51 VTR1000 SP-1
Despite all this V-twin momentum building up elsewhere it must have taken a degree of deep thought – even a corporate deep breath – before the go-ahead was given to abandon the much-loved V-four configuration Honda had made their own trademark for many years. Especially given that any racing version of the new road going V-twin would be an instant technical challenge against the prime exponents of the V-due art, Ducati.
Honda, however, has never been a company lacking ambition.
The new bike, the VTR1000SP1 (suffixed ‘W’ for the works bikes in WorldSBK), had a relatively upright single crank V-twin engine layout, four valve heads fed by two fuel injectors per cylinder. Engine capacity maxed out at 999cc, by regulation.
Philosophically radical it may have been but it was relatively conventional, aside from the roadbikes’ side mounted coolant radiators, brought to the front on the racebike. And it worked well from the very start.
Honda VTR1000 SP
New Zealander Aaron Slight, and the eventual double World Champion Colin Edwards, were the first to transition from fours to twins in Honda’s full HRC Castrol Honda team, based in the UK but very much a direct factory effort from Japan. With Showa suspension and Nissin brakes on the racebike, it was all very Japanese indeed.
Edwards, a Texan from head to toe, knew at that point in time Honda – or maybe anybody – probably needed a twin to win, based on at least one central truth in any form of motorsport.
“The old saying goes that there is no replacement for displacement, and that still stands true,” said Edwards, 20 years after he won the first of his two WorldSBK crowns. And it was not just a cubed route to success for the larger twin, it was also its very nature compared to a high-revving 750 four. “The thing with the twin was that it was like riding a Supersport bike,” remembers Edwards. “It had such easy, deliverable power. There was no ‘hit’ – you could do it in your sleep. It was such an easy bike to ride compared to the four-cylinders.”
Colin Edwards and the VTR-SP RC51 Honda
Edwards had been a convert to 1000cc twins before he even got one of his own, even in his pre-RC45 V-four days it seems. “Before I joined Honda I was with Yamaha and I said to them, ‘let’s build a twin!’” stated Colin. “Then when I joined Honda they decided they were going to do it, so obviously we were excited about it, knowing what Honda do with motors. They had ability to extract a lot of power out of it and we were excited about it.”
Edwards first got confirmation that the VTR1000SP1 was on the way as early as 1998, and first rode it in early 1999.
“We heard in 1998 that they were building it,” he said, “We went testing on it in Australia, at Phillip Island and Eastern Creek in – I think – February 1999. It was a full year before they even brought the bike out. I rode two days on the twin at PhiIlip Island. The bike was way slow; it was in a somewhat production mode at that time and it did not have any kit on it to speak of. But our lap times were about three-quarters of a second behind the RC45, I want to say, and we were going about 20-25kmph slower down the straight. We knew it was slow just because they had not had any time to develop it. We knew we could get more power out of it, but at that time we had just started playing with fuelling and mapping.”
Honda VTR1000 SP
As well as being fast around the corners, and eventually fast enough down the straight after the first year of non-competitive engine development, Edwards also found the bike relatively easy on tyres compared to the higher-revving fours he had known before.
“The twins were definitely easier on tyres, but at that time we were going through – I am not going to say a transition – but there was so much development going on with Michelin at that time,” confirmed Edwards, who was the fastest test rider imaginable for Michelin in those heady days before single make tyre regulations became almost ubiquitous in most championships. Tailored options were the norm. “Everybody was on different casings and different rubber… everybody had pretty much carte blanche. It was sort of, ‘try this one and if it doesn’t work try that one.’ Then they would come over and say, ‘Fogarty likes this one, why don’t you try this one?’ You did not have two or three to choose from, like nowadays. It was quite different back in the day.”
Another pleasant characteristic of the new V-twin was that it was less finicky in its basic on-track preparation. “It was definitely easier to set-up,” said Colin.
Colin Edwards and the VTR-SP RC51 Honda
But despite all the new things to understand, and while trying to race to win the title during a season in which nine different riders on seven different makes of machine won races, Honda’s brand new V-twin and Edwards had still secured the Riders’ Championship. They took eight race wins along the way, including the first and last of the season. A shift to 1000cc had led to 400 championship-winning points.
It was top teamwork, after a difficult but finally rewarding debut season for the VTR SP1. To the query of was it more man or machine in 2000, Edwards stated, “I think it was both things.” He was certainly ready to win outright as much as the new bike was. “I finished second the year before and I had been improving year-by-year. My level of riding was getting to the top level and ready to fight for the championship. At the same time, the bike we brought out was easier to ride but by no means perfect. The SP2 I would say was perfect. That was a great bike. The SP1… we did have to play around with it. It was not like every race was awesome.”
As well as so many challenges for individual wins, Edwards was also competing in the era of tyre wars, which his Michelins usually won, but by not every time. Some races were downright stressful for this reason, and more.
“It was stressful!” agreed Colin. “We had that tyre thing going on, and then you would show up at Sugo or Donington, or anywhere where Dunlop were on point and there was nothing you could do. We did have bad weekends and you just had to come out of a bad weekend the best you could.”
Colin Edwards and the VTR-SP RC51 Honda
With limits of the amount of testing he could do on WorldSBK circuits, Edwards made the most of his other riding opportunities, especially in France. “I think that was around the time that you had two allocated test tracks, and we did more tests at Clermont-Ferrand for Michelin than anywhere,” remembers Colin. “We could not have done without that.”
After the then all-time WorldSBK great Carl Fogarty (Ducati) had been eliminated from 2000 season and then his career through a nasty shoulder injury, Edwards’ was given no respite in his title charge after Noriyuki Haga and his homologation special Yamaha found their stride.
“The first race, in South Africa, I won. Haga was right there with me; and Fogarty. In the second race Haga just cleared off – by seconds. He was gone and I was riding my ass off. It was just weird; why had he not done that in the first race? A setting change, whatever, I dunno? But it was a little bit abnormal I thought at the time.
“At Brands Hatch all I had to do was to have, I think, two tenth places, even if they had not taken those points away, so it was in the back of my mind. It was Brands Hatch and I usually won there, so I was not really stressed.”
Colin Edwards and the VTR-SP RC51 Honda
In the final chapter of a multi-venue rolling fairytale, Honda’s first WorldSBK V-twin and Edwards won the title, and would do so again on the subsequent SP2 in 2002. But it was that first winning season in 2000 that blew everybody’s mind, even if it took every joule of energy and spark of inspiration the manufacturer, technical partners, team and rider had to make the outcome certain.
“Adrian Gorst was my crew chief, which he had been since 1998 and Neil Tuxworth was leading the team – we had a really good crew,” affirmed Edwards.
“Honda put in a lot that year, I would say a full factory effort. We had some Japanese staff come around race-by-race. As far as the amount of effort that was put in I would say maximum. There was nothing that we were missing. That was also the first year that me and Valentino Rossi did the Suzuka 8-Hour. So all of this went into developing the bike – it was a big, big effort on the twin that year.”
Edwards continues “We won WorldSBK, we beat Ducati and the bike was awesome, but the 2002 bike was even way better. It was a development thing. We did the whole first two years with the SP1, found out where our weaknesses were, where we could make it better, and built that into the 2002 models. That is just R&D, but from where they started in 2000, obviously they started at a really good spot – and we won the championship.”
In the end, the RC51 in its three years of full WorldSBK competition amassed 26 victories, a further 30 podium places and two Riders’ Championship titles in 2000 and 2002 with Colin Edwards.
The Isle of Man Government and the Manx Motor Cycle Club, the race organisers of the Classic TT and Manx Grand Prix, have taken the joint decision to cancel this year’s Classic TT presented by Bennetts and Manx Grand Prix, which were due to take place between the 22nd August and the 4th September on the Isle of Man.
The decision to cancel both events has been taken following consultation between the Department for Enterprise and race organisers, the Manx Motor Cycle Club, taking into account the emergency measures including current border controls and travel restrictions caused by the global Covid-19 pandemic.
Peter Maddocks, Manx Motor Cycle Club Chairman
‘We were asked, as race organisers, by the Government whether we were confident that the event could take place purely from a logistical and operational point of view this year. Although we were confident that we could provide the officials, the situation around other key personnel, such as marshals and medical personnel could not be guaranteed. Additionally the availability of event critical contractors and whether the infrastructure and equipment could even reach the Isle of Man in time is also an area of great uncertainty.
‘We also took into account the levels of pre-event practice the riders would have had to enable them to effectively take on the unique challenge that racing on the Mountain Course represents. All of these factors were considered and ultimately formed the basis of the decision that, from an operational point of view, the event had to be cancelled this year. Even though we are all in uncertain times the Club is looking forward to planning a return to the mountain course in 2021.’
“We used to race, the classic example, when we raced at Assen the race would finish on the Saturday afternoon, we’d go to their hospitality unit, have dinner and whatever and then as riders, we’d all stay in our motorhomes that night – long after the paddock had cleared. It was too late to go anywhere so we’d pick somebody’s motorhome and we’d go sit outside and have some beers! We’d have a bit of back and forth a bit about the race but at the end of it all, you’d see Lawson, myself, Rainey, Doohan and Gardner sitting down, having a drink together and ending up at a dinner somewhere… Jerez, the classic example, that restaurant outside the front gate, all the teams went there in 89 after Lawson won and there was the biggest food fight that we all got in trouble for!”
Rossi and factory Yamaha teammate Maverick Viñales head-up a stellar cast of riders who are supporting Racing Colours Against The Virus, with other riders helping including LCR Castrol Honda’s Cal Crutchlow, Petronas Yamaha SRT duo Franco Morbidelli and Fabio Quartararo, Moto2™ stars Lorenzo Baldassarri (FlexBox HP40), Enea Bastianini (Italtrans Racing) and Bo Bendsneyder (NTS RW Racing GP), plus Moto3™ front-runners Tatsuki Suzuki (SIC58 Squadra Corse), Andrea Migno (SKY Racing Team VR46) and Ayumu Sasaki (Red Bull KTM Tech 3). WorldSBK Champion Jonathan Rea has also decided to promote the cause, as has Formula 1’s Antonio Giovinazzi.
Target fixation
The other interesting take from this video is that the bike keeps going.
