Aside from solving the challenge of already limited garage space and staying within my planned budget, the best thing about using this bike will be that it is familiar. After nearly a decade of riding it, every aspect of this motorcycle is second nature, which will allow me to focus on learning new skills instead of mastering a new bike.

Next up was ensuring that the motorcycle would be compliant with the technical requirements of the organizations that run the events I plan on attending. For track days, a discussion with Rob Darlington of HardNox Track Dayz confirmed the reality that very little modification is actually required. In addition to ensuring that you arrive at the track with a mechanically sound motorcycle that has lots of tire tread and brakes remaining, the only other requirement is to tape up or remove any glass parts, which on most modern bikes is limited to the mirrors. Now, that is the minimum, but based on my intentions to spend some serious time on the track, there were other considerations.

No matter whom I spoke with, the first modification they suggested for track days was upgrading the braking with braided steel lines and sintered brake pads to ensure adequate stopping power. Secondly was bodywork. Hopefully I will never find myself lying on the track surface, but if this situation does materialize, I will be thankful that I opted to purchase a second-hand (but never used) set of race bodywork for a price that is less than replacing even a single piece of the original OEM plastics.

The final consideration was whether or not to install a set of frame sliders. I have to admit to being surprised how divided people were on this subject. On one hand there are the definite benefits of protecting the bike from the racing surface in the event of a fall. Conversely there are many who are firmly against them due to the risk that a frame slider digging into soft ground beside the track can send a bike cartwheeling skyward. After considering all the available advice, I decided that the added protection of frame sliders was worth the risk.

While these modifications go far beyond the minimum requirements for a track day, they provide the opportunity to return the bike to its stock format when I am done on the track. They also take care of the majority of the requirements for the next step in my summer plans. By putting these items in place, the bike is not only set up as an effective track day machine, but it will only require a few more items such as safety wiring, switching out the coolant, removal of the side stand, and installation of clutch and brake guards when I am ready to take the next step and compete in a club race.

Stay tuned for more of this adventure. Next time I will review riding gear for the track as well as other equipment and tools you should plan to take with you.

Yes, that's spelled correctly; the bike, constructed in France, uses an alternative front suspension similar to that used in Grand Prix racing in the eighties by Claude Fior (hence the Fior in TransFIORmers). It's a refreshing change from the standard fare seen in the class at both the CEV and World Championship levels.

The TransFIORmer was designed by Christian Boudinot, a former 250 Grand Prix rider that rode for Claude Fior in the class at one point, and his Team Promoto Sport. The Fior front end utilizes two A-arms attached to the frame, with a lightweight upright holding the front wheel. The upright connects to the A-arms with ball joints, allowing it to turn as the A-arms rise and fall. A fairly standard shock absorber is connected to the bottom A-arm, completely disconnecting the suspension from the steering (i.e. the shock does not move with the steering, only with the A-arms). This potentially gives lighter steering than with a traditional telescopic fork, and the upright can be made very stiff for braking but less so laterally for better cornering performance.

Another benefit of the Fior setup is that rake, trail and anti-dive characteristics can be designed into the layout and made easily adjustable. For example, trail can be made more constant over the suspension's travel than inherently decreasing as it does with a telescopic fork. A specific amount of anti-dive can be designed in, with more at the bottom of the travel than at the top - just where you want it. On the downside, the separation of suspension and steering does give rise to bump-steer, an issue that causes the steering angle to change over the suspension's travel, even if the bars are held in the same position.

There have been several iterations of this type of front end over the years. Norman Hossack is generally credited with the original use in the late seventies, basing the design on his work in car racing - the layout is very similar to a car's front suspension turned sideways. Claude Fior campaigned Yamaha TZ-250 and Honda RS500 racers in the eighties with the "wishbone" front ends (and obviously is the inspiration for Boudinot and his team). John Britten used the layout on this V1000 racer. And BMW's Duolever is based on the concept.

The Transfiormers team is bringing other new technology to the class as well. The top wishbone of the bike's suspension is 3D printed in titanium, which the team considers to be the first use of 3D metal printing for a functional, structural component in the Moto2 class. The single titanium part weighs just 40 percent of the assembly it replaced, which was machined and welded from 12 individual aluminum components.

It is great to see someone like Boudinot and the Transfiormers crew try something different and succeed. With production-based racing becoming dominant practically the world over, Moto2 - even with production-based engines - is one of the few remaining classes where independent teams and "tinkerers" can showcase their ingenuity. Despite this, at the world level Moto2 has become close to a complete spec class, with almost all of the teams using Kalex chassis this year. This is not overly surprising: In any race class, riders and teams typically gravitate toward what works, be it a bike (like the Yamaha YZF-R6 in MotoAmerica Supersport and Superstock racing), suspension and brakes (Ohlins and Brembo respectively in MotoGP) or tires (Dunlop in pre-spec AMA road racing). It's hard to break from any of this de-facto spec racing when everyone uses the same kit; over time, a huge knowledge base and support system builds up, with a resulting increased pace of development that outsiders and small teams have difficulty matching. So, for example, if you were going to race an R6 in CSBK Pro Sport Bike, a few well-placed phone calls would net you a front-running machine ready to go, requiring little in the way of development. Start with an MV Agusta F3, however, and it's a totally different story.

This is why we haven't seen anything like the Elf or Fior racers of the eighties in MotoGP for a long time. Nor are we likely to see the entire World Championship Moto2 or MotoGP grids switch over to alternative front suspension systems any time soon, despite the success - and potential - of the Transfiormers. That said, if the team's success continues, other teams and the factories will have to take note and we may begin to see more variety on the grids

For more information about the Transfiormers bike and team, visit www.transfiormers.com.

Firstly, the bike needs to get to the track. While there are a few individuals who will ride to the track, run a full track day and then ride home, this hardcore approach may not work for anyone who has to travel any distance to the track. Not only does it limit your ability to bring items such as extra fuel, but at the end of a long day at the track you will likely appreciate the comfort of travelling on four wheels. If you don’t own a truck or trailer, one of the easiest and most affordable solutions is to visit your local U-Haul store, where they rent trailers specifically designed to transport motorcycles for as little as $14 a day. One final piece of transportation advice: if you are planning on transporting your bike in the back of your pickup truck, plan on bringing two ramps: one for the bike and one for you to walk on while moving the bike. This is another thing you will appreciate when you are exhausted at the end of the day.

Next up, some basic tools. While your initial foray to the track shouldn't need generators, tire warmers, bike lifts or air compressors, a basic kit including wrenches, sockets, pliers, screwdrivers and lots of duct tape has the potential to salvage a day at the track. In addition, a tire pressure gauge and a simple bicycle pump will allow you to maintain pressures that are correct for the track and keep you safe. Another item to consider for your initial track kit is a rear stand, which will allow you to undertake some basic maintenance such as lubricating and adjusting your chain.

Of course, you will need the correct riding gear. The requirements will typically reflect the anticipated level of speed and associated potential for accidents. This will range from a certified/track-approved helmet, gloves which cover your wrist, motorcycle boots that cover your ankles and a one- or two-piece leather or textile riding suit that includes protective armour for a novice track day group up to the very specific and high standards enforced during technical inspection at a racing event. The good news is that the website of the organization hosting your track day or race will usually have all the information you need to prepare. This is an important step, as failure to comply will likely mean you are not riding that day.

Equally important as preparing for your time on the track is making sure you are comfortable in between sessions. Figure out how much water you think you will drink and bring twice as much. During a hot day you will drink at least one bottle after each session on the track. Having your favourite snacks will also keep you happy. Bring a folding chair and if you don’t have a shade canopy, the $90 it costs to purchase one at a department store will be money well spent preparing for the track. It keeps you cool in heat and provides shelter from the rain.

Last, but definitely not least, bring the right attitude. Whether you are enjoying a track day with a group of friends or trying to beat the same people at a club race, things won’t always go your way. Frustrations may arise or you may just find yourself getting tired. Acknowledging to yourself that you need to cut a session short or sit the next one out so you can regain your focus will allow you to enjoy the balance of the day and help keep you safe. Remember this isn’t MotoGP and there aren’t millions of dollars at stake. The goal is to have fun, improve your skills and stay safe so you can keep coming back.

- Patrick Lambie

The data, gathered using an AiM EVO4 GPS-based system, showed just what the advantages were from the sticky qualifying rubber.

While many current watchers of the CSBK series may not be familiar with Jeff Williams, he was a top contender in the Sport Bike and Superbike classes 15 years ago, winning a Superbike national race at Calgary in 1999. While Jeff has been racing in the Pro Sport Bike class occasionally for the past year, this weekend was his first on the CBR1000RR, and his first time on a superbike in more than a decade.

Jeff set a time of 1:23.007 in the first part of the qualifying session, using a standard rear tire, to make it into the final shootout. His plan for the 15-minute session was to complete three laps at the beginning, again on the standard tire, before fitting the qualifying tire for the final few minutes. Only a rear tire is offered in a qualifying compound, and a standard-compound front tire was used through the session. It was anticipated that the qualifying tire would only be good for one lap at speed on the four-kilometre CTMP road course.

After a relatively slow warm-up lap (to avoid wearing the qualifying tire out too early), Jeff was immediately finding and taking advantage of the extra grip offered by the qualifying tire. In turn 1, he opened the throttle 13 metres earlier than his usual opening point, and likewise reached full throttle several metres earlier than usual. In turn 2, the difference was even greater, as Jeff opened the throttle more than 30 metres earlier than usual, and reached full throttle 50 metres earlier. This is repeated through the first half of the circuit, saving about a tenth of a second in each turn and succeeding straight.

Looking at the use of the throttle over time, on Jeff's previous best lap he used full throttle for 11.6 seconds over the first half of the lap; with the qualifying tire that increased to 12.2 seconds. More importantly, his time at closed throttle decreased significantly, from 9.2 seconds to just 6.7 seconds. A similar pattern was evident in the second half of the lap, with more throttle, and earlier openings, in every turn.

We can also look at slip and when the bike's Bazzaz traction control system is active for any differences between the tires. What's interesting here is that the data shows a bit more slip with the qualifying tire than without, and in the first part of the lap more activation of the traction control - a good indication that Jeff was up to speed and taking full advantage of the extra grip the tire offered right from turn 1.

In terms of outright cornering speed, the data indicates that the qualifying tire does not offer much in this respect. Apex speeds in most of the corners are actually less with the qualifying tire than with the standard tire, with one anomaly in turn 2 - here, apex speed was considerably higher with the qualifying tire. As you'd expect from using only a rear tire with more grip, as opposed to both front and rear, the big advantages come on the corner exits as the rider is on the throttle, with more speed on each straight. Part of this discrepancy may be the way Jeff has changed his riding to better suit the qualifying tire, but the suspension data does indicate that some setup changes to account for the now-mismatched grip levels would help.

Unfortunately, Jeff had a problem on the back straight and had to close the throttle momentarily, which hurt drive and lowered top speed from its usual peak of just over 275 km/h to 267 km/h. Ironically, suspension data shows that it was a big wheelie that forced Jeff to close the throttle, perhaps a side effect from the extra grip offered by the rear tire. In any event the miscue cost more than two tenths of a second.

According to the official timing, Jeff's lap time with the qualifying tire was 1:22.399, an improvement of just more than .6 seconds; without the issue on the back straight, the gap would have been closer to .8 seconds. This is in line with the riders at the front of the field: the top three all improved their times from the first part of the session by .9 seconds. As expected, the tire's performance dropped off quickly, and Jeff was unable to go any quicker after that first flying lap.

What's impressive about all this is that Jeff and the other riders, most with no experience with qualifying tires, were able to adapt so quickly to the different tire and take so much advantage of its extra grip right away in the lap. If the use of qualifying tires continues in the series for next year, it will be interesting to see just how the lap times shake out as the riders and crews gain more experience with the stickier tires.

 There are many advantages to using a "camless" design with EVA as this gives complete freedom and control of valve lift and timing. Increased power and fuel economy along with reduced emissions are the main benefits, and many parts are eliminated - no camshaft or cam drive system, and no throttle butterfly as the intake can be controlled solely using the intake valve. While several versions of EVA have been shown in various prototype stages, there are several obstacles to its use in a production car or motorcycle just yet. Those obstacles include electrical power consumption, precise control at higher engine rpm, reliability and cost.

The system being developed at UBC is unique in that it addresses many of the drawbacks of traditional EVA used in an automotive application. Detailed in a paper submitted by engineering student Bradley Reinholz under the supervision of associate professor Rudolf Seethaler, the actuator utilizes a "cogging-torque-assisted motor drive" to control each valve. Cogging torque refers to the design of an electric motor that results in an interaction between the rotor and stator when there is no current applied - like how the motor in a radio-controlled car feels notchy when you turn the wheels.

Typically cogging torque is undesirable as it makes the motor less smooth at low speeds, but in this application it is put to use for energy recovery as the valve closes; traditional EVA systems retain mechanical springs for this purpose, but the UBC design eliminates the springs and improves efficiency even further over a typical EVA setup. According to the paper, the design potentially reduces losses by more than 40 percent compared with other electromechanical valve actuators, and more than 70 percent compared to a conventional camshaft drive. Other advantages of the system outlined in the paper are a compact size comparable to current mechanical camshaft operation, minimal impact on a vehicle's electrical system to power the actuators, and very little heat produced.

In the video shown here, Seethaler notes that electromagnetic systems are steadily replacing mechanical/hydraulic systems in automobile use, pointing to the use of electric-assist power steering in some vehicles as an example. Braking systems are likely next, with valve control also in the future. Seethaler's research additionally includes replacing traditional fuel injectors with a similar actuator, an application that requires smaller motions than for valve control but even higher speeds.

The cogging-torque-assisted motor drive valve control system is unique compared to other electromagnetic systems in that it is cost effective and reliable, overcoming two of the major hurdles to its use in a production setting. The cogging-motor EVA is in the simulation phase for now, and in that setting has shown improvements in efficiency and emissions. The next step is to properly test the system and present it to engine manufacturers for their consideration.

Read the paper "A Cogging-Torque-Assisted Motor Drive for Internal Combustion Engine Valves" here: https://open.library.ubc.ca/cIRcle/collections/ubctheses/24/items/1.0228784

Coming out of the staging area in Edmonton, you quickly arrive at the "bus stop,” a quick left right manoeuvre specifically incorporated to slow motorcycles down in anticipation of the course's signature corner number 3, a long, banked right-hander.

Midway trough the "bus stop," I realized, that for at least the moment, I apparently had not retained a single line that had been taught to me the day before. To make matters worse, immediately after corner 3, quicker bikes started passing me, leaving me both demoralized and anxious. I worked through the balance of the 15-minute session focusing on settling down and relaxing, filled with relief when the checkered flag came out indicating that it was time to head back into the pits.

Fortunately within moments of taking my helmet off, my good friend Rob Darlington, one of the owners of HardNox Track Dayz and an expert level racer, stopped by to ask how my first session had gone. Upon hearing my frantic recounting that I had apparently all but forgotten how to ride a motorcycle, Rob gave me a few pieces of advice that were so timely and perfect that the best thing I can do is include them here verbatim.

#1) "Dude," (yes he actually said dude) "you are at the race track riding a motorcycle. Relax, have some fun."

#2) "Each session, pick one or two things and focus on them." There are literally unlimited things you can focus on at any point when you are riding, with key items of body position, line, visual cues, application of brake and throttle, all breaking down into infinite combinations. The reality is that over time some of these will become ingrained, but getting there involves practice, lots of practice. Especially when you are learning, whether you are new to the sport or to a specific track, human nature's limitations mandate that you take things one at a time, figure it out and then move onto the next.

#3) "Don't hesitate to cut a session short or skip one entirely." Yes, participating in a track day costs money, and it is only natural to focus on getting maximum value for your hard-earned dollars, but sometimes you are better to sit it out for a few minutes. Whether you are feeling tired, distracted or frustrated, staying out on track when you are not 100% focused can have a disastrous outcome with potential physical and financial implications.

Taking Rob's advice to heart, I was back on track for the next session and immediately felt better. As simple and, in hindsight, obvious as his comments were, they made the difference in my season on the track.

As the Canadian season draws to a close, I have completed hundreds of laps on the Edmonton track and am working on plans to head south in search of some winter seat time before returning to Edmonton to participate in the 2017 EMRA season. That is a story for another day. Stay tuned!

- Patrick Lambie

In March I was testing in China and had an electrical issue on the bike in the wet. I high-sided and broke my back pretty bad - T2, T3 and T4 vertebrae, along with my foot, and suffered yet another concussion. It was a crash that would eventually end my season and have me contemplating retirement. My summer was rough as I was not very mobile and my wife basically had the two babies and me to take care of. My sister was supposed to move out of the country and delayed her trip six months so she could move in with us and take care of me as well. Thank goodness for family!

I finally recovered enough to start training in early September but, as bad luck would have it, I ended up breaking my wrist in four places and woke up with a titanium plate and 10 screws in my wrist. It has since mostly healed but unfortunately, there is a further break on the other side of the wrist and it will need a single screw, which will further delay my full recovery. That surgery will take place in December.

Kruger's year started off strong with an endurance race win in China.

In September I invited top Japanese racer Masahiro Shinjo to China to race my Kawasaki Superbike in the final two rounds of the Pan Delta China Superbike Championship. We ended up have a great time together and he managed a 4th place in race 2 after overcoming a massive high-side in race 1, crashing out in his own oil due to a mechanical issue. It was tough watching someone else ride my bikes, especially on my home track, but it was pretty cool seeing my team working alongside the Japanese RS-Itoh team as they rebuilt my bike from scratch through the night.

Also in September I was asked to run an advanced race school in China for BG Performance, the largest and longest-running race shop in Hong Kong/mainland China. BG was the company that initially gave me a ride in China six years ago. We have always remained friendly and they help me from time to time with parts and support when needed. I like teaching schools and it fit into my schedule, so I jumped at the chance. Unfortunately, I had just had surgery on my wrist and had a cast on, so I asked a Japanese rider named Shinjo to stay behind after the races and do the riding for the school while I focused on the classroom lessons, track walk and analyzed each rider as they were on track. We had some nice dinners and good times. I agreed to be the lead rider at his January school, also in China, which should have a big turnout.

In November I flew over to Hong Kong for a day to represent Kawasaki at the annual Hong Kong Motorcycle Show. In total, I flew 42 hours to be in Hong Kong for 24 hours. I spent about four hours at the show signing posters and meeting fans. I was cranked up on Starbucks to stay awake, but fought exhaustion the entire day. It was a great day as I really enjoy meeting everyone; they are great fans and big motorcycle enthusiasts.

I am on a flight to Macau as I write this for the Macau Grand Prix. I have put Dan Hegarty from the UK on my Superbike for this race. He is having an amazing year and was top privateer this year at the Isle of Man TT. I have a feeling he will get on quite well with the challenging Macau circuit. Moto3 World Championship racer Danny Webb is also testing my bike, as we might form a team together for 2017 to take on the China Superbike Championship. I will also test a bike next week, and that will be a telling sign on how well my recovery is going and might shed some light as to my future.

I am ready to hit the gym and have my trainer ready to put me through boot camp. Kawasaki has two new 2017 ZX-10RRs coming in for my team, and we will keep a 2016 bike as a spare. Hindle has already signed on for yet another year. In fact, all the team's sponsors have agreed to re-sign for 2017, which is proof that there is loyalty in racing (much to contrary belief). The big question now is if I will race or put someone else on the bikes. Only time will tell… I also need to finalize my plans, if any, with BMW for the roads in 2017.

I've got lots to think about in the coming months, but the main focus is on getting fit again and spending as much time with my family as possible over the winter.

Merry Christmas to everyone, thanks for reading my blogs, and I hope I am keeping the stories interesting for everyone. See you all in 2017.

Dan #71

Follow me at www.facebook.com/dankrugerracingteam

Patrick was looking for some content for the IM website and was hoping I could help. A few years back I had been contributing web material but then I just kind of stopped. I can come up with a million excuses but in reality it came down to laziness.

After talking to Patrick I agreed that I would once again start sending in some stuff for the website, hopefully at the very least on a semi-regular basis. How could I say no really? Way back in 2010 I started writing for Inside Motorcycles and after almost eight years I still pinch myself every time I think of what I am a part of. John Hopkins was the editor briefly when I first started and then he passed the torch to Graeme Jones. Under the guidance of Jones, I developed a writing style and a following of flat track fans as I did my best to bring the news of my sport of choice to enthusiasts around the country. Now with Lambie at the helm, I will continue to have printed material but will expand my horizons a bit as I try to share my thoughts with web based readers as well.

I would never be in this position if it weren’t for David Weber however. Weber is the man guiding the ship and paying the bills, and almost eight years ago agreed to take a chance on a guy he didn’t know that didn’t possess any formal training. Since that time I have contributed over 50 feature stories, with almost all of them directly covering flat track. What other North American motorcycle publication can say they have seven, eight, or sometimes even ten flat track stories in their magazine every year? The answer is zero. Thanks David. Thanks a bunch.

I am a lifelong motorcycle fan and I can still remember like it was yesterday getting my first new bike which was a 1982 YZ 125. Since that time so long ago I did a little road racing and a little flat tracking as well. I earned the nickname Tumblin Todd during my road racing days but I’m proud to say I kept the 450 on the chocolates every time I went out last year. Although my parents never approved of the bike thing, I think if they were alive today they would smile knowing how much happiness motorcycles have brought into my life.

I’ve been blessed with a beautiful family, some great friends and a whole pile of memories related to two wheels and a motor. I am the announcer for the Flat Track Canada series and the fact that I now get paid to talk is both amazing and ironic. How many times I wonder did my parents or my wife just want me to shut up……..

The announcing gig is one of the coolest things I have ever done. I take pride in knowing that I have announced race wins for hall of famers and also put notches in my belt when I think that I got to call the first ever George Pepper Classic as well as the first ever race at Georgian Downs. I’ve called some races when my son has grabbed the checkers, but also had the misfortune of calling a race or two where he has hit the ground. My partner many times at the track is IM columnist Frank Wood and I love the banter that goes back and forth between the two of us. Frank has promised to ‘will’ his column to me but I really hope he isn’t going anywhere soon. I’ve just got so much to teach him. I hope to follow him into the Superbike series as well someday. I guess next time I interview Colin Fraser I will put a few bugs in his ear……..

My web material will not just be flat track based. There could be lots of it don’t get me wrong, but I may stray from topic to topic once in a while. If you are at the races please pop in to the booth to say hi and if you feel there is something motorcycle related I should really know about please send me an email at tvallee@bell.net

So anyway, after all this rambling the answer is yes Patrick. I will start contributing some material to the website. After all, with everything motorcycles and IM have done for me, how could I say no?

Todd Vallee

Summer is here and motorcycles are back on the street and the racetrack. Inside Motorcycles asked me to write a blog this year, to tell the story on how I got here and where I am going, so here we go.

First let me introduce myself: I’m Bronti Verbeek and I live in Calgary Alberta. I’ve been riding motorcycles since July 2015 and I did my very first race in May of 2017 with the EMRA. How did I get there? That’s a good question. I always wanted to ride a motorcycle since I was a kid, but I never grew up around it or knew anyone who rode. I never rode dirt bikes, quads or anything with an engine until July 2015 when I finished university and bought my first motorcycle. Against many opinions my first bike was a 2005 GSX-R750. I admit that it was probably the wrong choice but I made it work and I rode over 10,000 km in the first six months I owned it.

A friend bought me a day at Castrol race way to receive instruction with On Track Performance and a couple weeks before going to OTP, fate (or luck) had it that while sitting in traffic on the street I met Brad, the former head instructor of BGPR Riding school at Race City Speedway. Brad helped me get to that first riding school and has been helping and coaching me ever since.

After watching me ride he was convinced I should go racing and so was I. I loved riding on the track more than anything. My love for racing was confirmed after leading my very first novice race and finishing third out of 30 or so. I couldn’t believe it! On a 2005 GSX-R750 too! This was an amazing feeling and now one year later with a woman’s open championship, a couple novice race wins, four motorcycles and sponsorship from Motology and Motovan, 2018 is upon us.

It was a long winter getting ready to race in intermediate and knowing that it would be a huge jump to move away from my beloved 750 and race the Motology sponsored GSX-R1000, but before you know it the first EMRA round of 2018 is behind me and here’s what I have learned so far: Racing ain’t easy.

I signed up for the Women’s Open, Intermediate Open Sport Bike and Open Superbike. In the Women’s Open race, I made the mistake of assuming it was a waved start like it was last year. Light goes out and mostly everyone takes off; I stayed there waiting, thinking they would do a restart. I took off a good eight to ten seconds after everyone launched. I managed to make up ground throughout the race and caught up to the leader, but I ran out of laps. Lesson learned: Don’t assume things.

The second race of the day was a combined race with the experts and intermediates. I started in 11th place for the intermediates and was in seventh place but a mix up at the line because of a crashed rider in front of me put me in eighth. Was a fun race! I really enjoyed this one, learning the 1000 and figuring out the new brake markers and body position. It’s a big and heavy fast bike! My pit crew made some adjustments to the geometry to make it easier to turn in and I was able to place the bike where I wanted it through the tricky turns one, three and four at Castrol Raceway. I had a great time! I love being in the intermediate class, made some passes and had some hard passes made on me. They don’t go easy on me because I’m a woman that’s for sure.

The last race of the day was the ten lap Open Superbike. It was a boring race in comparison to the first two, but I turned my fastest lap of the weekend on the last lap of the race.

Last year, when I won and led a bunch of races, was easy in comparison to this year. Now I’m starting over and it’s a faster group in intermediate. But I like a challenge and I’m going to work harder to get to the front. The next round is a double header this weekend (July 6-8) at Castrol Raceway. If you can make it up watch some racing, look for the yellow and blue #93 bike, that’s me. Thanks again to all of my sponsors: James Wong of Motology, Ross Godfrey at Pro-Am, GW Cycle World and Mike Zottman for the wicked Dunlop Tires.

See you all at the track.

Pastrana was looking to jump 52 crushed cars, 16 buses and of course the jump that almost killed Knievel, leaping over the famous fountain at Caesar’s Palace. In true Vegas style, Pastrana was upping the ante in the first two jumps as two cars and two buses were added to the totals that Knievel had jumped over decades before.

History did a great job of promoting this event and I got suckered in because of a few factors. First of all as a kid, the only thing that got me more excited than the Dukes of Hazzard on TV, was watching Knievel try, and many times fail, to do the seemingly impossible and fly a heavy beast of a bike through the air and hopefully live to talk about it. Secondly, it is hard in this day and age to not be a fan or at least a little bit envious of Pastrana. The world seems to be his amusement park and he has an endless fistful of tickets for the rides. Most appealing to me was that Pastrana would be throwing his leg over an Indian FTR750 to do the jumps as he wanted his steed to be similar to the bikes Knievel jumped back in the day. After a year and a half of hearing people in the flat track world say the Indians are “flying”, we were about to find out if these bikes could indeed become airborne.

Turn the clock back almost fifty years and we can remember the jump that made Knievel famous. Coming up just short of the landing ramp on his Triumph Bonneville (no it wasn’t an XR750 at Caesar’s), Knievel did his best impression of a rag doll that day in front of the shocked crowd. Among his injuries were a broken pelvis, femur, hip, wrist, both ankles and skull fractures, which left him in a coma for a month. Not a bad grocery list for a guy who would break 433 bones over the course of his career. As doctors worked to put Humpty Dumpty back together again, a star was born. Many people thought he actually became more famous for crashing so horribly than if he would have actually made that jump.

Knievel, who died in 2007, had a net worth of about three million dollars when he passed away. Pastrana has an estimated worth of $30 million. Knievel was inducted into the Motorcycle Hall of Fame in 1999. Pastrana has always been number 199 in his career. The math doesn’t quite work out here but it is close when you multiply by ten. Would Sunday’s three-hour special be ten times better than any of Knievel’s televised events?

Well the answer was no. The three hours seemed to drag on and the attempts to build drama for the most part failed. The whole production bordered on cheesy at times. Made for TV I guess? If I had a dollar for every time they mentioned the weight of the Indian and the lack of suspension, I would have a nice down payment on a new bike. By the way, the Indian apparently gained ten pounds halfway through the show. I find it hard to believe that Pastrana couldn’t do up his own helmet and had to get bike builder extraordinaire Roland Sands to do it for him. I struggled with Johnny Knoxville as one of the hosts. I know he is a huge Evel fan and has his own following, but it was like Woody from Toy Story had been crossed with Bubbles from the Trailer Park Boys. The ride through the Vegas strip on the way to Caesar’s was hard to watch as well. It was kind of like watching Elvis take part in the Royal Wedding, if the Royal Wedding route was populated with drunks and rednecks. The jumps themselves were anti-climactic as Pastrana cleared each distance with ease. Did I want Travis to crash? Hell no! Was I hoping/half expecting at least one of the jumps to at least look a bit difficult? Heck yeah! Maybe when you combine talent with preparation and great equipment, the end result is so smooth it looks like a Sunday cruise. I’m not really sold on the 52-car thing either when there are thirteen stacks of four crushed cars. If I cut six pieces of pizza in half and eat them all, did I eat six pieces or twelve?

None of this rant is meant to take away from what Pastrana accomplished. What he did takes nerves of steel and he pulled of each jump pretty well flawlessly. You would never catch me or 99.9% of the population trying even one of these jumps. As a youngster, Pastrana idolized Knievel and Sunday he got to walk in his shiny boots for a day. He also used those shiny boots to stomp Knievel out of the record books. Oh Travis you have come such a long way since your mother grounded you for life after your first failed backflip attempt way back in 2000. I’m wondering what Pastrana does for an encore? I’m also wondering if Jared Mees was taking notes on Sunday night. Will Mees show up at the next AFT race wearing white leathers and white dress boots? Will he have to hire another crewmember to pull off his cape each race just before the light goes green? Will his bikes show up at a race sporting the same paint that adorned Pastrana’s machines on Sunday evening? Only time will tell.

When I was a kid my favourite toy ever was my Evel Knievel Stunt Cycle. Now I will wait patiently to see if something similar is made honouring Pastrana on board the Indian. If so, I may finally get that Indian flat track bike I so deeply desire.

On Saturday the weather was volatile all day, mixed conditions at best. Warm up in the morning was dry and then it started to rain a lot, making tire choice tough and Brad was pulling what’s left of his hair out. By the time the Women’s race came around it was dry ... for three laps, and then it rained again. I was gridded with Formula 112. I started off in second position for the Women’s race and managed to maintain first place before the race was red flagged. I knew I wasn’t really riding to my potential during the first Women’s race and this became the TSN Turning Point of my season. Brad was honest and said I wasn’t racing I was just riding around. He’s always so positive with me and we work on my riding at all times but this was the first time he wasn’t happy with it. “You’re not racing babe, just riding around at 60% of your talent. Race the bike!” He was right I wasn’t racing and it was time to start racing. Not to worry about lap times or anything else that’s going on; just to go out and race my bike. The second race of the day was Intermediate Open Sport Bike. It was a dry race and I finished in seventh place with a personal best. I had a lot of battles and fun while doing it. Open Superbike was up next I started in tenth and finished in fifth. I had one of my best results with a 1:27.0. I was chasing Xavier and tried to make a clean pass in the north end of the track he managed to fend me off and I finished close behind him. Such a good race and finally riding like I wanted to and how Brad always believed I could. We finished a great day with a good meal with my parents who showed up to watch. Brad and I always go to the Den in Leduc on race weekends. So tasty!

Sunday weather was much better and with a good night sleep and great results from Saturday I was happy and so excited to for the second day of racing on the double-header weekend. I love the bike and nicknamed her the ‘Couch.’ It works good so smooth and Brad keeps the bike running well. He loves GSXRs. Women’s open was up first and it was wild. Women’s open is always gridded at the back and there was a lot of passing. My teammate Shane Fraser and Graham Lynch were both in the Formula 112 race. Shane and I made a run to the front together, passed 23 people and had so much fun. In that race I broke the ladies lap record held by Lorna Stelmack who came with Tricia Reese and told me that I did and congratulated me, which meant a lot to me. Crazy, but awesome!

The intermediate races were after lunch and I wanted to replicate Saturday’s results again and I did. Another fifth, a new personal best lap time (1:26.5) and another great result. I’m only a couple seconds from the front with my lap time. I’m going to get there and I’m pretty stoked to be going this fast but there’s way more left in me and the bike. But with all this riding the tires are starting to move a bit now and I had one race left and it was hot! It was a good race; not the result I wanted, but a solid race and good points with a ninth place finish after making a pass on the last lap.

That was a lot of riding and I can’t wait for round 4 in August. I truly believe that rounds 2 and 3 were the turning point of my season. Now I’m going to step up my training and get out on two wheels as much as possible whether it be cycling, dirt biking or any sort of riding. I’ve stepped up my training with lots of cycling including a very fun day at Canada Olympic Park doing downhill mountain biking. I didn’t realize how much fun downhill is and it’s great because it incorporates timing, balance and fitness. I’ve also been road cycling way more. Brad hates going with me because every time we go he says it’s always a race! No competition between the two of us, we push each other further. But the best day we had out was dirt biking at McLean creek. What a workout! Dirt bikers are seriously fit! Hills, mud, rocks and managed to drown the motorcycle twice but had a great time. You can get some really amazing views when dirt biking. After a long hot day of off road, beer tasted so good.

Recently I was lucky enough to get asked by Justin Knapik, the owner of On Track Performance, to help with a women’s only track day put on by Girls ‘N Gear. They ran this last year and it was a huge hit and this year I got a chance to help instruct. It was a really cool experience, it made me remember a couple years ago when I was where these ladies were and just starting out doing my first track day. It is a learning experience that never stops. My students progressed during the day even though the weather was mixed with rain and showers, but everyone had a good time. It was beneficial for me listening to Justin and Brad talk about riding, and riding properly more specifically. I brought my CBR1000rr street bike and being a Dunlop sponsored rider I put on a set of Q3+ tires. It’s a 2006, but it still has quite a bit of power and handles extremely well. I like how well the bike enters corners. It’s smooth and responds well to input. I bring my street bike for track days because it helps me to be smooth while I’m working on skills and I don’t have to manage tire warmers. You don’t need to have tire warmers to do a track day, all you need is a solid street bike with sticky tires.

With all the fun stuff behind us, now round 4 is here and it’s back to work at the track. Brad made a few alterations to the bike and I have a semi private track day with OTP to work on some things that need improving. I need to work on my transitions, getting on the gas sooner and standing the bike up at the exit of corners. A day or two before race weekends I take it easy with training so I’m good to go. The goals I have for this weekend are to ride well, drop my average lap times, be consistent, be focused and have a fun weekend.

Should be fun! Come out to the EMRA if you’re in Edmonton and say hi. My bike is blue and yellow you can’t miss it.

Bronti Verbeek Red No. 93

Thank you to all of my sponsors that help make this possible: Motology Riding School, Pro am Motorsports, GW Cycle World, Motovan, Dunlop Tires ( Mike Zottman), Vortex, Rob Jessop , Adam Gregory and my team mates Graham, Shane and Lonny, and biggest supporter Brad Gavey for all of the hours working on my bike, coaching, being my biggest cheer leader and my most positive supporter.

After an unfortunate injury to Brad Baker at the 2018 X-Games, the Indian Wrecking Crew will be almost totally revamped for 2019. While mainstay Jared Mees looks to make it three championships in a row, he will be joined by the Bauman brothers starting at the Daytona TT in March. While Briar has tasted victory in the top series before, younger brother Bronson will now have top notch equipment under him as well and has the potential to grab the checkers this season. Perhaps a sign of things to come came last year at Williams Grove Speedway when Briar took the victory over Bronson (filling in on the Indian for Baker) with Mees finishing in a rare third place. Biggest challenge for these three this year could be rule changes which allow production based engines such as the Kawasaki or Yamaha to run 40 mm throttle bodies while the race-only based Indian will be restricted to 38 mm throttle bodies.

With a couple of new riders on the Indian team, fans may be wondering what has happened to former Indian factory rider Bryan Smith. 2019 will see Smith return to Crosley-Howerton Motorsports, the team he won the championship for in 2016, on his very unique Kawasakis. Biggest factor in Smith returning to his old team is the freedom to design one-off components for his machine that will transfer directly to being faster on the track. While the Indian Smith rode the last two seasons was fast right out of the box, Smith was frustrated by factory rules which discouraged him from making changes to his machine. While Smith is possibly the early favourite to grab victory on the six series races which take place on a mile, he will have some work to do if he hopes to grab another championship. With four races on a TT and three on short tracks, Smith will have to round out his overall game to contend for the title once again.

Estenson Racing has been busy and adds a few solid riders to their already strong team. 2016 Singles champ Ryan Wells joins Estenson and will ride the new Yamaha 450 in the Singles class this season. Joining Wells in the Singles class will be Horizon Award winner Dallas Daniels who will turn pro at the Lima Half Mile after he turns 16. Biggest news out of Estenson is the addition of JD Beach. Beach took the MotoAmerica Supersport title after winning 11 of 17 races in 2018. With Yamaha not looking to defend its title in MotoAmerica, Beach looked to be out of a ride until signing with Estenson to return to his flat track roots riding a Yamaha MT-07. Tim Estenson has ensured Beach will be a busy man for 2019 after talking to Attack Performance Team’s Rich Stanboli. Along with his flat track schedule, Beach will also contend in the MotoAmerica Superbike championship riding for Estenson/Attack Performance Team riding Stanboli’s Yamaha R1 formerly piloted by Josh Herrin. With five direct schedule conflicts between AFT and MotoAmerica, my guess is Beach will make MotoAmerica priority one as long as he is mathematically in contention for the Superbike title.

Another rider returning to his roots is former AMA Rookie of the Year PJ Jacobson. Jacobson, who has spent the majority of the past seven years roadracing, will spend 2018 on an Indian riding for Team Nila/Coolbeth Racing. With Kenny Coolbeth only months into his retirement from riding, look for him to keep his competitive juices flowing as he will not only be spinning wrenches for Jacobson, but will wear the hat of team manager as well.

Former factory Harley-Davidson rider Brandon Robinson appears to have jumped ship and will be riding an Indian for Jerry Kennedy. While the “new” liquid cooled Harley has struggled for a couple of seasons now, Robinson could turn his career around on the Indian. So far the only news out of the Harley camp is the departure of Robinson, so as of now there is no information on what is happening with the Harley Davidson factory team.

2017 Canadian Champion Brodie Buchan will compete in the AFT series this year in the new Production Twins class. Riding a Kawasaki for Baer Racing, Buchan will look to run at the front of the new class which will race at all half mile and mile events in the series (11 races in total). Buchan had a strong debut run in Sarnia on the Baer Racing machine until losing spark in one cylinder. Buchan plans on attending some FTC events as well but will no doubt find criss-crossing across America in the AFT series a taxing endeavor.

Biggest news out of the Canadian series will see 2018 champ Dustin Brown switch from Sehl Racing to KBR Racing for 2019. The move is hardly a surprise however as Brown scored 89 of his championship points last season on borrowed KBR machines. Brown plans on attending a few AFT rounds as well and will start his season in the Singles class at the Daytona TT. Speedster Hunter Bauer will join Brown in the Expert ranks for KBR in the FTC series and looks to be a possible contender in his rookie year.

With the opening race of the season still on the horizon, things are already looking pretty interesting for 2019.