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With that AA-style confession off my chest, I’ll also admit that knowing Team CMG’s storied racing legacy of wrecked bikes, multiple fractures and last place finishes left me a little, uh … wary. To make matters worse, race organizers and promoters—Supermoto Canada—had rescheduled the Fort Erie round from mid June—when I had originally planned to do it—to mid August, leaving me an extra two months to stew. PREPERATION HCMG entered our long term Yamaha WR450F test bike in the Novice Lightweight Supermoto class. This class allows a virtually unmodified bike to compete—minimizing costs greatly—although wheel sizes and suspension must remain stock. Brake rotors, pads and lines can be upgraded. Tire choices can be anything excluding knobbies.
Rider wise, I already had gloves, boots and a helmet, but leathers came courtesy of CMG staffer Ronn Moffatt, who took one for the team. He handed them over with a solemn look and the unspoken ‘you soil ‘em, you bought ‘em. Fair enough. Ok, got the bike, got the gear, seems the rest is up to … me. Oy vey! GETTING TO KNOW YOU
With woodruff key replaced I found a discreet parking lot to learn to ride on pavement and the real discomfort set in. The WR made the parking lot seem very small in a hurry. I’d get up to speed and then hammer the brakes and stumble through an imaginary corner, rocketing back out with the WR’s front wheel pointing in the air. Repeat, repeat, and repeat. Pooped, anxious, and feeling like I didn’t know how to ride, I consulted the cornering tips that I had printed from the Supermoto web site. I regrouped, tried to think and breathe simultaneously, and tried once again.So, hot into the imaginary corner, lots of front brake, downshift into what you think is the gear you’ll exit with, let the clutch out and try to do a controlled corner slide. Okay, so I didn’t look like the pictures of the Supermoto riders, but it was definitely smoother. I also learned first hand that most motarded dirt bikes will roast their rotors quickly. Off-road brakes are simply not designed for this kind of duty. Not wanting to expend any cash on replacements, I let the brakes cool between sessions and as a result they remained warp free, albeit bluer. With base principles covered, all that remained was to get to Fort Erie and ‘givver’. Although I couldn’t help but feel that the standard CMG public humiliation awaited me. RACE DAY
We registered, and then commandeered, ex-CMGer Costa to create some natty blue duct tape sevens on the number-plates. The reason I chose seven was two-fold; 1) It was easy for Costa to make, and 2) when I cart wheeled off the track it would look like an ‘L’ for loser when upside down. After finishing the bike ‘prep’, Mr. Seck and I walked the track to observe lines and track conditions for the race. This was followed by the tech inspection, after which the riders meeting covered flags and their various uses. I immediately forgot everything.
With all preliminaries done—and duly forgotten—I was ready for the practice session. I nervously queue up with the other lightweights with the choke fully on, constantly blipping the throttle to ensure not stalling the WR. Minutes seemed to pass. Choke off, still blipping, and we were finally given the clearance to go. Silence.
The asphalt portion proves to be rough but very grippy. The dirt section on the other hand is a combination of packed wet mud and some pea gravel that spits me to the ground on my second attempt through. My first experience with motarding, well, racing, was not going to plan. THE HEAT IS ON
The first heat found me gridded about twelfth of fourteen. Being in rows of four, with a short blitz to the first left-hander, there would be little room to move. Doing my best to ignore the Hooters start-flag gal, I manage to get through the first corner unscathed. Things were looking up as it only took one lap for some serendipity to come my way. The competitors ahead started crashing in the dirt sections, or stalling while trying to navigate through the bedlam. Coming in from the rear I was able to mosey around the fallen bikes and gain some positions.
After ten laps, I hit the finish line jump in a blazing fifth and returned to the pits to the bewildered looks of the CMG staffers assembled. Maybe the CMG curse would be broken. Or not. While approaching the grid for the second heat-race, the WR started running like crap. Oh no, don’t let me down now! Oh wait, the petcock was shut off. In order to try and estimate a minimum amount of gas for the next race—wanting to keep excess weight to a minimum—I had drained some out via the petcock and left it turned off. Stoop!
Confident after a successful last race, midway I was able to out-brake Dave Grummett as he took a road race line in corner one. He tried to take it back on the next turn, but I’d have none of that! Now, about that store discount Dave? The rest of the race involved maintaining my position and wondering who the hell was closing in on me at the end of the long straight with the howling brakes! A quick glance after several nervous laps made realize it was, uh … me. I finished Heat#2 in fourth. So far, so good. THE END OF THE CMG CURSE?
Starting from the inside of Row 2, the rider besides me pulls a Michael Schumacher start. i.e. squeezing me out from my line by riding into me. I brake for him and tiptoe through corner #1. This lost me precious spots but as I entered the right-hander that followed it seemed that everyone had an inside line but me … so I went outside. I remember actually wondering why no one was going out there. There was room, and as a result I gained a spot or two back.
From there on, it was single file racing for me. I stayed in sight of the three leaders, had a reasonable gap behind me and just focused on remembering to breathe and not crash. Hitting the finish line jump in fourth place was cause for a celebratory cross-up. Back at the pits, I relaxed and started to enjoy getting 5th, 4th and 4th out of 14 in my first ever racing venture. Public humiliation will just have to wait another day.
Racing was a dream realized and I had truly expected my heart to blow on the start grid but it didn’t. In fact, it was just the opposite. I maintained an emotional detachment that I blame for not putting up more of a challenge in defending my space at the start of the final. Dr. Phil? Next time. Motard can be addictive and sliding on pavement is a ton of fun. Watching premier riders like Steve Beattie, Dave Arnold and Guy Giroux tear it up with contrasting styles and machinery is breathtaking. It’s also racing that can be done on a budget and competitively. Proof is the guy on the modded vintage Honda Elsinore who was in the top three in the Novice class.The only major change we made to the WR450F was adding the Pirelli Scorpions and, judging by their wear, they would likely last me most—if not all—of the six-race series. Competitive, budget conscious and above all, fun racing. That’s an idea whose time is now. KEEPING UP APPEARENCES
THANKS TO:Pirelli for the tires (www.ca.pirelli.com) Supermoto Canada (www.supermotocanada.com) for their co-operation and help making this happen. The final (round 6) is on Saturday, September 6th at Shannonville Motorsports Park, Ontario. Get out there and see some premium racing! |
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