Editorial - When things go bad

My favorite road swoops past farms and forest, lakes and rivers. Part of the pavement is new. Part old. If you stop halfway you can get a pop, or send your mail, or maybe buy some liquor, at probably the last real general store in Canada. Sometimes I'll bring my fishing rod and spend an afternoon casting from the shore of the lake whose picnic area serves as my turn-around point. Most times I just go for the ride. When I was a kid my dad took my brothers and I fishing here. I recall awakening one beautiful summer morning, and watching fox pups play on the cliffs that surround the lake. I remember an overwhelming sense that this place was special. Magical somehow. That day I had come by myself. It was the last day of the season and I had come to say goodbye to a friend.

Some things just refuse to go away. Two years ago my friend J.D. was killed in a motorcycling accident. His death was the result of bad luck and bad judgement coming together at exactly the wrong moment. We weren't good friends but riding with someone reveals more about their personality than a lifetime of meetings will. J.D. was reckless, bold and highly skilled. I had put his death in the back of my mind - in a state of denial I guess. Sitting on a picnic table I remembered.

Every weekend all the hardcore sport bike riders would meet and go for a Sunday ride which usually turned into the Sunday race. Psychologists will tell you this is the "risky shift" phenomenon - that in a group, individuals will do things riskier then when they are alone. A subculture rises-up around motorcycles. Our subculture arose from a small community of dedicated enthusiasts who loved two wheels. Our shared adventures bound us together. I'm not innocent of the high-speed stupidity that took place nor have I not sinned since. But I played a role in J.D.'s death.

I remember the shock I felt when I was told of his death, the shaking of my hands that wouldn't stop, the tears I blinked away, the steadying hand of my friend (and fellow rider) Trevor helping me to my feet, his pain as obvious as my own. I remember my helmet falling from my hands. I never heard it hit the ground. I never will.

I talked at the memorial service we had for J.D. I saw the look in the eyes of his girlfriend, mom, father.... I saw the tears his best friend cried... I remember the voices strained by emotions as one by one we recounted our experiences and friendship with J.D. I didn't say much; like I said I didn't know J.D. that well. I was robbed of the chance to find out.

I used to think that motorcycles were all about skill. If you had it you were okay, if you didn't then you had best stick to Volvos. Motorcycles have incredible abilities but they are unforgiving machines; they don't tolerate error or miscalculation. To survive you must have the belief that all accidents are avoidable.

It wasn't enough for J.D. to be the fastest. We all expected him to prove it every time out. This was my contribution to his death. There's not a day that goes by when I don't wonder if there was anything I could have done or said to have changed what happened.

Maturity was the missing skill in our group. There is a time and a place. Maturity means knowing your limits and riding within them; putting safety ahead of ego. There are no motorcycles in heaven. Believe it because it will keep you safe and alive.

I looked out upon the lake. There was no sorrow for me anymore; only anger. Anger at myself for not saying "Hey guys were pushing it a little hard here." Anger because a life was robbed from us. J.D. enjoyed motorcycling, and more importantly, life more than anyone I have ever know. Few people carry that sort of light.

Silently I watched the lake for several more minutes. Finally, I mounted up and rode home. Alone.

Tech article - Honda CBR series: F-olution

The CBR 600 series: F-olution

Mention the F series to the average person and he might say, "Ford pickup, right?" Say it to a motorcycle enthusiast only 3 letters will come to mind "C-B-R". In looking at the F-series certain technical themes begin to emerge. Honda has always sought to reduce engine size and friction. Great effort has gone into decreasing the weight of engine components and improving the breathing of the CBR. Chassis and suspension have been changed slowly, gaining sophistication at each step. All of this has been done with one eye on performance and the other on the bottom line. The bike has undergone a gradual and extensive evolution.

Nineteen eighty- seven was the year the Hurricane struck. The CBR 600 F instantly became the bike to have introducing full wraparound fairing coverage. If the engine is hidden by plastic than it saves a manufacturer the cost of finishing engine pieces. The CBR also, showed Honda's renewed interest in inline-4 motors. Remember, the only inline-4 Honda was making at this time was the Nighthawk 750. Why an inline-4? Well, for one, they tend to be more economical. For example a V-4 requires dual heads and four cams, an inline-4 only one head and two cams. Let's not forget that 600's have always been built to a cost.

Beginning with the basics. The 87 Hurricane was a 4-cylinder, 4-valve motor with a bore and stroke of 63 x 48 mm. Packaging problems are also better addressed by an inline-4 engine architecture than a V-4. Carburetors are easier to mount, exhaust systems are easier to route, room for large, deep breathing airboxes can be found, and lower seat hights achieved. Unlike the domestic market CBR 400, from which the 600 F had sprung, the Hurricane's cam was driven by a Hy -Vo chain, not gears. The 600 F's frame was an unremarkable, yet very effective, steel perimeter jobber. Steel was chosen over aluminum - again being cheaper to produce. The bike rolled on 17" rims splitting the difference between the stability of 18 inchers, and flick-ability of a16 inch rim which were common on sportbikes of that era ( think GSX-R's and FJ's). The bike soldiered on two more years before being hopped up in 1990 resulting in a 10 hp gain.

If economy was the theme for the original CBR 600 F 's engine, then compactness was for the 91 F2's. Honda cast the cylinders and upper crankcase in one piece for increased rigidity and less weight. The cam shaft drive was moved to the right side of the motor, eliminating one crankshaft journal. This change also allowed a smaller timing sprocket to be fitted and higher camshaft speeds to be obtained without fear of crankshaft flex. Cylinder spacing was reduced but this was offset by an increase in bore. The F2 bore and stroke was 65.0 x 45.2 mm. The change in bore allowed bigger valves and a more efficient combustion chamber. Compression ratio rose to 11.6:1 from 11.0:1. The new, shorter stroke motor meant less piston speed and combined with lighter valves, pistons, and con rods, as well as a strengthened and more rigid crankshaft, made a13 000 rpm redline possible.

Moving the camshaft drive to the right also allowed the bigger 34mm carbs a straighter, more direct shot, at the combustion chamber. Rocker arms were replaced with a shim under bucket layout. Transmission size was also reduced by having the mainshaft placed inline with the crankshaft and countershaft. A compact clutch was fitted using nine 125 mm plates instead of six 138 mm ones. Overall, the F2's engine was six pounds lighter and much more powerful than its predecessor.

The chassis on the F2 remained largely the same as the original. The engine was carried lower and more to the rear in the F2. This change shifted the center of gravity and put more weight on the front tire. It also allowed the steering head height to drop by 15 mm allowing a steeper 25-degree rake for quicker handling. Trailed dropped to 3.7", down from 4.09" of the earlier F model. Fork diameter was upped on the F2 to 41mm from the previous 37mm. Air adjustment was lost in favor of a preload adjustable fork. The fork gained cartridge valving in 1994 and sprouted rebound adjusters. More precise dampening was the result. The shock was similarly upgraded in 1994 with a remote reservoir and full adjustability. At this time Honda engineers turned their attention to the F2's transmission which has always been notchchy. They modified the cam profiles on the drum and stiffened the detent spring. Those with sharp eyes will also notice that the 94 F2 sported beautiful aluminum cast passenger pegs, helmet and pipe hanger.

The 1995 F3, at first glance, appeared to be a warmed over F2. Reworked pistons were fitted bumping the compression ratio up to a sky-high 12.0:1. Fears of detonation were addressed with a new ignition system that relied on a throttle position sensor and an engine speed sensor. Different advance curves programmed into the bike's computer precisely regulated ignition timing. New rings were also fitted to the before mentioned pistons which exerted less pressure against the cylinder walls. Connecting rods were lightened again, this time by 5 grams. Carb size was upped to 36mm and intake tracks shortened by 5mm. Coolant was routed through those carbs to prevent fears of icing. Big end journals on the F3's crank were 2mm wider than the journals on the F2's, but 2mm smaller in diameter. This resulted in reduced rotational friction. The exhaust system featured tuned balance tubes bridging the headers for increase midrange torque.

The big news on the 95 F3 was Ram Air. Here Honda showed it's "Honda-ness" by looking at how it's competitors had introduced their ram air systems, and then went them one better. Pressurizing the carburetors is necessary for ram air bike to make more power. However, pressurizing the carbs requires pressurizing the float bowls otherwise air would flow down through the needle jets and bubble into fuel in the float bowls. Below 20 kph float bowls on the F3 were pressurized by a pair of small, deer whistle shaped, ducts that are mounted on leading edge of the F3's front fairing. Above 20 kph an electric solenoid seals off those ducts and pressurizes the float bowls via a duct routed directly to the pressurized chamber. Honda's Dual Stage ensured that the F3 would be travelling at a high enough speed to provided the necessary airbox pressure to have hick-up free carberation. Low speed carberation was handled by the extra plumbing.

The F3 carried a curved radiator that was more efficient and aerodynamic that the F2's slab. Higher output water and oil pumps, and a liquid cooled oil cooler, did there part to shed heat. Honda's attention to detail was shown in the F3's electronically controlled speedo and tach assembly, which saved the weight over the former cable operated system. Cam timing, lift and valve size remained the same as the F2

Likewise, the rake, trail and wheelbase of the F3 and F2 are identical. However the F3's swingarm rigidity was upped 32% to deal with the extra horsepower the new engine made. This was accomplished in part by swapping the 15mm solid swingarm pivot bolt with a 17mm hollow one. Extra gusseting was added above the swingarm pivot. Another response to the hp increase was rim width from 4.5" to 5". Stiffer triple clamps were also fitted. Suspension stiffness was upped and a more progressive Pro-Link linkage fitted. Brake rotor size was similarly updated to 296mm, 20mm larger than the F2's. Again, the gearbox was reworked for better shifting.

The 1997 F3 was revised slightly in response to challenges from Suzuki and Kawasaki. A 525 chain and new starter saved weight. The engine got a deeper sump reducing resistance of the crankshaft by oil. Single valve springs replaced the previous pair for less friction. The ignition system was upgraded again, this time with two independent timing systems controlling the 1 and 4, and the 2 and 3 cylinders. Suspension was also upgraded with Honda's HMAS, which improved high and low speed dampening characteristics.

Now let's feast our eyes on the tasty new F4. Previous CBR's have been incremental change stacked upon incremental change. This is a completely new bike. Finally an oil level inspection window. No more dipstick, and can you believe it, a seat that comes off with a key!!! Thirty five pounds lighter and a claimed 110hp at the crank it should be a rocket. Ford pickup trucks and Honda motorcycles? I'd say both we have the better F series.

Interview piece Paul Penzo - The Interview I had the pleasure of interviewing professional roadracer Paul Penzo in the Chat Room last Monday night (Don't miss the CMG staff night tonight (Mon 5th) at 8pm Eastern - Rob). In talking to Paul you get the feeling he's a man who truly loves racing at the national level. "I like to go and have fun", he states. "When I'm really having a good time, things are dialed in, the volume is on high, and I don't really care who comes in behind me". Don't let his happy-go-lucky, nonchalant answers fool you though. You can see Paul's a racer to the core when a reader asks him where a good place to pass at Mosport or Shannonville is, and he answers: "Anywhere!!" In the impersonal world of e-mail and chat rooms, it's hard to get a read on the dimensions of an individual's personality, but in that reply, I think one gets an insight into Paul Penzo: one part dead serious racer, one part fun loving joker.

What's it like riding at the national level? "Nationals are the end-all in Canadian racing since that's where both the competition and recognition is". Preparation is another necessary ingredient for success. "Most of the prep work is done between weekends. The tracks don't change and I have notes regarding suspension and gearing. We also have air density charts and put the jetting in the right ball-park before leaving. Once we get to the track, the first few hours are spent re-acquainting myself with the track and then we get into fine tuning."

Paul began riding at 8 years of age, owned a bike by 11, and started by the time he turned 18. He's raced many different bikes including 600's, three 750's, and an 1100. I asked Paul what pushed him into racing - why he did he start? "Now that's a long story. Let's just say it all started with a crush I had when I was 6, and the Fonz. What pushed me? Some sort of chemical imblance for sure. I'm usually a pretty quiet type of person, but very competitive. I used to get in trouble as a child because I wouldn't be happy unless I won any game I took part in. I fell in love with bikes. [haven't we all?] I've always wanted to be a racer, and I guess I've tunneled my aggression in that direction."

Paul won RACE's AM 750 Supersport and Superbike championships in 1994 and this success led him to a factory ride with Suzuki Canada during the 1995 and 1996 seasons. He was seriously injured during his 1995 rookie pro year, and missed most of that season as a result. He returned with Suzuki Canada in 1996 with the all new GSX-R 750 and won ASM's Quebec/Ontario Pro Open Superbike title entitling him to carry the number 1 plate in Quebec. However, the affiliation between Paul and Suzuki Canada's race team ended in separation during the subsequent off-season.

Paul raced as a "privateer" in 1997 and was determined to go out and beat the factories. Cycle World became involved with his program, and he retained all of his other existing sponsors including Teknic Leathers, Pro Glass, FM Helmets, etc... Everything was set, and the rules governing the class structures changed from Supersport to Sportbike. This quickly made his program uncompetitive and him, in turn, suddenly broke trying to play the game. Furthermore, good old Murphy rarely left Paul's side during the 1997 season. He had terrible luck all season with everything from 2 blown van engines while en-route, a missing trailer, being taken out of a race, falling three times at the worst of times, and two quasi-blown race engines. The 1997 season was a disappointment for Paul, but he's a fighter, and he plans on returning in full force during the 1998 Canadian National roadracing tour.

I was surprised at the success the 600's had in the Open Sportbike Class this year. The 600's are limited to 102bhp while Open Sportbikes can have up to 138bhp. At the Calgary round of the series, I put a stopwatch on Don Munroe and found his 600 laps times were only 2-3 seconds slower than his Superbike times. Is what the 600's lack in sophistication made up for by rideability? I hypothesized that the sometimes-lighter 600's with less hp, are easier on tires than the open bikes, and Paul confirmed my suspicions. "Remember they're [600's] on the same type DOT tires as the bigger bikes," but then he adds this caveat "The laws of traction are omni-present. You can only carry so much speed through a corner, and you can only turn on so much gas before you loose grip. With the tracks we have in Canada, an Open Sportbike type machine is only an advantage on certain tracks". This is not to say that Paul doesn't like horsepower. He always wants more (I need more POWER!!!) based on the understanding that "Power is more easily managed on a bike with a good power curve."

Tires are an appropriate item to discuss as they are often a good indication of the costs involved in many forms of racing. Paul noted that to race at the national level a racer would need at least 1.5 sets of tires per weekend including the number of DOT rains required throughout the season. With Dunlop D207's, the tire of choice in Sportbike Classes retailing for around $700 per set, it's easy to see how quickly costs can add up. Luckily, Dunlop Canada has sponsored Paul to some degree for the past 2 years. Although Paul has received and is thankful for the considerable amount of product support from within the industry, it requires several stiff shots of an R-rated liquid for him to total up his racing expenses every year.

I asked Paul if chasing down sponsorships and parts was as time consuming as it appeared to be. "With all of the preparation, changes, time and money it quickly becomes a second job. Riding the bike is unfortunately only 2% of the package". Paul will try to combat this situation in 1998 by implementing his 60/40 plan, "Wherein I increase the amount of time spent riding from 2% to 40% by having a better plan." As the 1998 season approaches, it appears Paul will sign with either Honda or Yamaha. He feels confident that he can win. "My goal is to win the Pro Open Sportbike class at the national level and finish in the top 5 in the Pro Open Sportbike class on the same equipment. You're up against the big boys and preparation is imperative. Remember though, they all put their pants on one leg at a time they can all be beat".

We wish him the best of luck.