Saturday evening the Szokes pulled into one of Jordan’s favorite riding spots in Font Hill Ontario for the CMA sanctioned Observed Trials event organized by Dan Fargo and Jean Bancroft. Jordan and Amy were greeted by the friendly faces of the bovine and equine variety as we invaded their sanctuary for the weekend.

While Jordan, Dan ,and the Abell boys were busy preparing the sections, Amy Szoke crunched in some much needed practice for her very first trials event . All competitors wee crossing their fingers that the falling raindrops would disappear overnight. Waking up to sunshine on Sunday morning they were not disappointed, as conditions were ideal for the seven section four loop event which would take up most of the afternoon.

At lunchtime, the Szokes mashed their scorecards into their boots and took off down the trail to start their first loop. Starting in the rocks, Jordan got off to a great start hopping his way to a respectable score half way through the day. “I find Trials such good training for everything two wheels. It teaches you patience and control, and I carry those lessons forward into my roadracing.” says Jordan.

As the day wore on, the scores dropped steadily as the competitors became familiar with the sections. In Trials you are not permitted to practice on the carefully laid out sections, but competitors re-ride them as they complete their required loops. “The first two loops were not so good for me.” smiles Amy “I was so nervous that I kept messing up on the simplest things. Jordan was super patient with me, and I was able to work the bugs out. Once I relaxed I rode so much better in the afternoon.”

Jordan finishes his day with a score of 35, earning him first place in the Expert class and yet another victory for the season. His Sunday loop companions Andrew Young scored a 69 for second place and Will Abell secured 3rd place with a score of 90. “Thanks to Dan and Jean for putting on such a great event.” says Jordan. “I can’t wait to compete on our next two day national event, where I get a chance to defend my #1 plate. It’s pretty cool to have the championships in the fastest and slowest 2-wheel disciplines in Canada.” Jordan is also currently defending his Canadian National Pro Sportbike and Superbike Roadracing Championships for the 5th year running.

Amy scores a 67 for her day in the Junior class, with a handful of “clean’s” (no score) and a few “one’s”(one foot down). “I want to thank my husband for riding with me and keeping my score!” laughs Amy. “Without his support, I’m not sure if I would have been able to finish.”

Watch for Jordan defending his CMA Trials Championship at Round #2/3 in Tweed/Arden Ontario Canada on Aug 21-22 2010.

What is Observed trials? Observed trials, is a non-speed event on specialized motorcycles. To read more visit: Trials Ontario

Jordan Szoke Raga GasGas300- photo courtsey of u-vu.ca

Amy Szoke Raga GasGas200- photo courtsey of u-vu.ca

Tags:   ESR riders · trialsNo Comments.

The final piece to the main navigation bar is simply called “Bikes”. Yes, it’s just what it sounds like. It will be an ever growing collection of motorcycles, with photos and descriptions. The idea here is that it’s not only a great resource for photos and specs of bikes, but is also a way of discovering other users within the site that have a bike you’re looking at. It’s easy, just select the marque, model and year and you’ll be taken to the page for that bike.

So that wraps up the main navigation bar. There is much more to the site, but this represents a good chunk of what it’s all about.

Text Posts & Media
Events & Groups
Routes
Classifieds
News
Reviews
Bikes

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If you’ve ever searched online for reviews of a product before making a buying decision, you’re certainly not alone. One of the great things about peer recommendations and the ease of which we can find them now, is that you don’t need to wait for a magazine to write a possibly (probably) biased review of the product you’re considering. For me, I really appreciate being able to solicit opinions from real users of a product since I am often ordering something without ever seeing it in person (local shops don’t stock the majority of what I’m looking for).

We knew that we wanted to incorporate reviews into ESR as we easily agreed they are valuable, but we were unsure how we would implement them. We spent some time floating tons of ideas around in our discussions about what the reviews should be like, but we realized we needed to keep them simple for the first release and work on enhancements later. Afterall, the true value in a review comes only from what your peers have to say about a product and not how fancy the review looks.

If this is the first of these feature overviews you’ve read, you can see the rest here. You’ll find that every aspect of eatsleepride is tightly integrated to make it easy to share and get involved in any discussion. We hope that as the number of users grows, the reviews will expand to become a terrific source of information for anyone looking to their peers for input on their motorcycle related decisions.

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With the local Mosport round of the Parts Canada Superbike Championship coming up this weekend (July 9-11), it seems like the perfect opportunity to provide a proper introduction to the team that we are thrilled to be a part of. When we found out that Jordan Szoke would be moving on from his factory Kawasaki seat and putting together his own team for this season, we wanted to help if we could. After a couple emails with Amy and a chat with Jordan, we were onboard as a sponsor.

Waznie Racing has been around since the mid 90’s started by Jordan’s father Bob as a way to take his son racing. Jordan Szoke started his roadracing career as the youngest rider to earn his professional license. Since then Szoke has won 12 Canadian National Championships, and written his name in the recordbooks as the winningest rider in Superbike History. Jordan has 6 National Superbike and 4 National Pro Sportbike titles to his name. Recently earning 8 titles back to back from 2006 – 2009. Jordan has worked many manufactures in Canada and the United States such as Honda, Kawasaki, Suzuki, Ducati and Harley Davidson. In 2010 Waznie Racing partnered with BMC Ciclo Werks and DeWildt Honda to contend, for the fifth time in a row, the Canadian Superbike and Pro Sportbike National Championships. This season Waznie Racing also welcomes Amy Szoke, Jordan’s new wife.

Amy Szoke’s passion from motorcycles came from her father, who purchased her a YZF50 as a kid. On her 15th birthday, her dad surprised her with a weekend attending one of Canada’s best race schools. In 2006 Amy earned her roadracing license at her local club in Calgary AB Canada. Amy has competed in the supersport and sportbike classes with her signature pink 600’s across Canada and the Western United States in club and national events. For 2010 Amy competes in the Canadian National series Amateur Sportbike and select Women’s Cup challenge classes alongside her husband representing Waznie Racing.

Not only is Jordan the fastest man in Canada, he is also the slowest, earning in 2009 the Canadian National Observed Trials Champion. Amy also shares Jordan’s passion for anything 2 wheels and joins him at all Trials and Dirt events with two wheels of her own. In their spare time Jordan and Amy train on their road and mountain BMC bicycles.

Waznie Racing BMC Ciclo Werks DeWildt Honda 2010 from Robot Pirate Ninja on Vimeo.

For more information about Waznie Racing visit: www.waznie.com

Tags:   racing · Waznie Racing1 Comment

The next piece of the puzzle to cover off is what we’re calling “News”. Once again, we haven’t developed anything groundbreaking with this piece, but this is definitely one to file under “yes, that’s pretty damn useful to have integrated with a motorcycle social network”. While the majority of the content on eatsleepride will come from our users, we feel there is a great benefit to having external sources too. Especially since there is a wealth of great original content out there (more on this further down).

So how do these external sources fit into the overall ESR experience? Beyond providing a good source of reading and keeping up on what’s going on in the world of motorcycling, having these external sources integrated with the site provides a seamless launching point for discussion. If you see something you find interesting in the news you can easily start your own thread from it, bring it to the attention of a group you belong to or just save it for future reference perhaps. Eventually, the idea is that we will learn more and more about what you like and your general areas of interest (not in an evil don’t respect your privacy sort of way though!!) and gradually the news feed that you see will be tailored exactly for you.

If you’re wondering if we’re just “stealing” content from people working hard to make it available, the answer is no we are not. RSS and similar feeds seem to be a bit of a “fuzzy” thing for some when it comes to what’s an appropriate way to use the content that’s provided and I’ve certainly seen a few scuffles with commercial sites republishing other authors content without permission and worst of all, without credit. So, we decided to keep our toes well out of the shark infested water from day one. Any news feed included within the site is authorized to be there. We’ve reached out to providers to ask permission and we’re pleased to have a great selection of providers that we’re able to offer and yes, we provide full credit to the authors / owners. We believe in supporting the people who put their time and effort into giving us something to read.

You will find a range of content in the news feed. From racing news to maintenance, personal blogs to commercial operations. We hope you’ll find something of interest right away, but we do also plan to add more on an ongoing basis as seems appropriate. Most importantly, if you’ve got ideas on what you would like to see in the feed, or have your own feed you would like to make available then please contact us, we would love to hear from you.

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If there’s one thing that most motorcyclists enjoy, it’s buying stuff for their bikes or even better, buying a new bike. Naturally we felt that having classifieds was a great feature to add to the site, but it wasn’t a simple decision about whether or not we would actually include this feature right away and furthermore, if we did, how would we approach it. There was a bit of apprehension knowing that until we have enough users, the classifieds section will likely be a bit sparse and that’s almost worse than having no classifieds at all. But, we eventually agreed that it was a valuable feature to offer and if in the end no one is using it we’ll just turn it off.

We haven’t re-invented the concept of a classified section, we wanted to keep it simple and straightforward. It goes without saying that the classified ad integration with the rest of the site is seamless. New ads show up in your feed, ads can be commented on and your connections to other users will help you find ads that may be of interest to you. As you would expect there’s ways for you to browse and search all of the ads or if you’ve got something taking up space in your garage you can post your own. The ads have some defined criteria for the basic stuff, like a price, location and somewhere to indicate what it is that you’re selling. The rest of the detail is up to you, with an area for a description that can be as long or as short as you like and you can also add photos of what you’re selling. Ads are split up into 2 sections: “motorcycles” and “parts & accessories”. We haven’t included a “general” section as we don’t particularly care to have people selling old lawnmowers and such (that’s what craigslist is for), though perhaps if your lawnmower is powered by a RevTech v-twin it would be ok to stick it in the parts & accessories section.

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First real road trip of the year:

My girlfriend is heading to a conference in Banff. I don’t really want to go, but we have friends in Calgary and moreover, they’re offering me the R1200GS for a few days… What choice do I have?

At my friends advice, I pack just about every piece of riding kit I own – Summer weight gloves to heated jacket liner. Checking in at the airport, my bag weighs 52 lbs. Thankfully, it’s a fully kitted out R1200GS, with the massive Touratech panniers and back rack. I should be fine, if a little heavy.

When we arrive, there is a bike meetup on 17th. After taking a few photos and chatting to a few people, I realize they do take their biking seriously out here.

The next day, I am greeted with the BMW fully fuelled and oiled with a new rear tyre to boot. Packing is easy with such luggage. Way easier than the Tiger, though I have to admit I am nervous taking it off the center stand and backing out the garage. In this case, the nerves are somewhat unfounded and the GS slides off the center and with a slight wobble, I back out. Setting off in Calgary, it’s 24C – perfect riding weather – and I am headed to Banff. First I have to get out of town, though.

Riding in Calgary is less than thrilling. Like a lot of cities, it’s traffic snarled and plumb-straight. There is however an awareness of bikers that doesn’t exist in Ontario. They pull over to give you room and they seem to look when changing lanes – A pleasant change that makes me smile. Last time I was here, I headed East from Calgary as the weather was awful. The roads there are little better than in town (i.e. straight), but head West and you meet some of the best riding I’ve ever done.

Firstly, the scenery. It’s the Rockies, dammit. How can you fail to be moved by mountain after snow-capped mountain? The mountains also mean elevation changes, and secondly, that means curves. It’s may not be as technical as the Alps, but it is great fun.

Day one was a simple jaunt into Banff itself up the 1A. It’s more interesting than Highway 1 I could have taken and it gave me a nice, simple 150km to get used to the BMW. I rode one a couple of years ago around England and I liked it. This one felt almost instantly familiar. The lurch to the right is still there when you roll the throttle open. The switchgear is a PITA for anyone used to any other brand of bike. And the weight is not great fun at a standstill – two up with full luggage makes for a heavy machine. But get it moving and somehow, the BMW contrives to hide it and progress is therefore rapid.

Banff arrives sooner than I thought, but that is because I was going a little more quickly than I’d realized. Again, the BMW flatters to deceive. A high up saddle and wide bars rather than clip-ons means the sensation of speed is minimal and it’s further disguised by the low revs and highly civilized exhaust note of the boxer twin. It’s comfy too. By Banff, I’m still fresh when on the Tiger i might have been a little more sore.

The next day, I am alone on the bike with a lot less to carry. I head West to Revelstoke, mainly as I had been told the roads in that direction were fun. It’s colder today and it rained before I set off. Thankfully, I bought the heated kit with me as the skies look like I might need it. Heading West, the roads are as good as I thought. There’s not too many of them, at least not on the map I am using. The 1 is the main highway (though I am typing this from memory) and it’s mainly two lane. Every so often, you’ll see a number of cars parked by the side of the road. Look, and you’ll see people ogling black bears, deer, caribou or moose. I didn’t. I was here for tarmac.

And the 1 didn’t disappoint. While there were a fair number of cars, it was rare to see a convoy of more than three or four that made passing impossible. Overtaking opportunities aren’t common, at least if you are in a car, but on a bike there’s plenty of options. It’s no racetrack either, but it’s also reasonably twisty. Putting a knee down is not an option here (at least, not on the BMW) but I also doubt it would be necessary anyway. Speeds are as a result somewhat higher than the rest of traffic, but there were no close calls. To be fair, I saw more bears than cops and I like it that way.

I have to say, the heated kit was on most of the time, albeit low. The weather in Revelstoke was way better than Banff and almost warm. Almost. Once there, I fuelled up and turned around the way I’d come. I had planned on heading south from there and doing a big loop, but it would have meant and overnight trip and I wasn’t prepared. Instead of taking the exact same route back, I detoured via Radium hot springs on the 95. At Radium, I gassed up again and was instantly in the middle of the largest storm I’d seen for a number of years. The clouds were black and it started to pour with rain as the lightning blazed across the sky. Undeterred (and probably foolhardily) I set off. The GS handles in the wet as well as the dry. The roads were perhaps a little greasy but the hulking BMW didn’t care and progress was similarly rapid, though the scenery was somewhat lost in the weather. Back up through Kootenay, the roads straightened somewhat, but that made the riding easier, which was good as I was starting to tire.

Arriving back at Banff, I had my first moment. It was still raining and as you turn off the highway, there is a texas gate right there at the turn. Picture a wet road, a BMW R1200GS cornering to exit off of the highway with no signage and enough rain to keep the visor fogged as I am slowing down. I’m sideways, right? And blind. And when I hit the texas gate, the rear tire breaks traction and spins the bike around. I’m not sure how I played hero. Dirt riding helps as I’ve felt the back slip before but I guess the wheel finally hit tarmac and stood up. I felt cool but probably looked dangerous. At least, I would have if anyone saw me…

Back at the hotel, the BMW once again proved its credentials. 700Km later, it’s been soaked and abused. It doesn’t care. I feel reasonably fresh getting off it and everything in the panniers (which included my iPad) was completely dry. This is a bike to see the world on.

But then came my second moment. After dragging everything in and taking my wet gear off, I realize I left my video camera on the bike. I’d mounted it on the engine bars and promise I will add some footage when I can figure out how to edit it in Final Cut. When I got to the bike, I tried to open the camera case but it fell forward. Odd, I thought. It’s come loose. As I pushed it back into what I thought was the right position, it came off in my hand. It seems the bracket wasn’t loose but that it had snapped. Another kilometer or two and I’m sure I would have lost it.

More on the second day later.

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Demo days / test rides are an established tool in any motorcycle company’s marketing handbook. It’s a great way to allow people the opportunity to test ride a bike in a (typically) low pressure sales environment. I’ve been to good demo days and bad ones and having recently attended a particularly bad one, I thought I would share the experience and my thoughts on how it went wrong.

This past month I’ve been on 2 test rides, one for Ducati and one for BRP Can-Am. The Ducati one was pretty good, the Can-Am was pretty bad. Now, I know that comparing Ducati and Can-Am is comparing an Italian super model with a French Canadian lumberjack, but both companies make exceptional products in their respective markets and I think it’s fair game to discuss them together when it comes to their demo rides.

Full disclosure: Yes, I do own a Ducati (an ‘06 749). No, I do not own a BRP Can-Am product (but would gladly take one of their ATV’s, Ski-Doo’s or Sea-Doo’s in a heartbeat).

The Test Machines: Ducati Hypermotard 796 and 1100 / Can-Am Spyder RS.

As you would expect at any test ride, there was some paperwork to fill out upon arrival. Can-Am had a fair bit more to fill out than the average demo day, but I understand they are just doing what they feel is necessary in order to cover themselves, so not a big deal. After that was taken care of there was a bit of time to wait until the test ride, so Alex and I had a poke around a couple of the machines that were sitting there. The Spyder roadster, if you’re not yet familiar with it, is essentially a 3-wheel motorcycle with a single rear wheel and two up front. It’s available as either a touring or sport version and both are powered by a Rotax v-twin 998cc engine. We chatted for a while with one of the staff who was very friendly and knowledgeable and he ran us through some of the features of the touring model.

Finally, it was time for us to get on with the test ride. Sort of. We first had to sit through about 10 minutes of promotional videos about the Spyder, which no one was actually paying much attention to. This was mistake #1. It’s all fine and good if you want to have some promo videos looping while people are waiting around for their ride and can watch at their leisure if they want to, but I don’t need to be sold on something that I am already aware of and am in fact actually standing in front of with helmet in hand eager to ride for myself! Next we had to do a lap around the cones in the parking lot to confirm that we could actually pilot the Spyder and initial a final piece of paperwork to indicate I was ready to ride.

We found our machines, I managed to snag the only manual transmission RS they had available (the others use a semi-automatic paddle shift system). Then came the customary chat from the lead test rider, telling us essentially not to have any “real” fun while we’re out on the road. I shrug it off, assuming it’s just what he’s been told to say and once we get out on the road we can let loose a bit. Contrast this to Ducati’s “some of our motorcycles lend themselves to having the front wheel lofted, so if it should happen we ask that you don’t hold the wheelie for too long”. As we set off from the parking lot of Ontario Place, which is downtown Toronto along Lakeshore Ave, I twisted the throttle of the Spyder and the Rotax engine revved nicely, sounded great and had enough power that I could feel that grin of “this is going to fun” starting to form. We turned onto Lakeshore Ave heading west and I started wondering what route we were going to be led through. We kept going west, amongst the mid-day traffic traveling at the speed limit of 60kmh and then continued until we were nearly where Lakeshore merges onto the highway. Then, oddly I thought, we turned around and started going east back in the direction we had just come from. At this point I had only managed to get the Spyder up to 68kmh and even that was only for a brief moment. I’m starting to wonder if this was all they had planned for the demo ride, but figured that I was being silly and it must be that we had just done a quick warm up and that we’d soon be finding a couple corners and some higher speeds to really see what this thing can do (I forgot to mention something else about this section of Lakeshore, in addition to the heavily Police patrolled 60kmh speed limit and constant traffic, it is completely straight!). I was wrong. Sadly, we rode straight back to the parking lot we had started from and the “test ride” was over. After parking the Spyder, I turned to Alex and we both had the same comical / bewildered look on our faces and we both knew what each other were thinking… that’s it? For real? Apparently so.

Now, I do realize that I’m maybe not the Spyder’s target demographic, but I fail to see how anyone can get an impression of what this machine is like to ride in such a short period of time along a route that has absolutely nothing to it other than straight lines and lanes full of traffic. Even if you’re not looking to buy one of these to go out and get it sideways through twisty roads, I have to imagine you do want to do more than travel at slow speeds in a straight line otherwise you would be looking for a new minivan instead. If I had loved it would I have bought one? Maybe not, but I would have at least been happy to share my enthusiasm for it with other people and encourage them to try one for themselves. As it is, I came away with absolutely no impression of the Sypder, just a feeling that I had wasted part of my day watching promotional videos for something that looks like it would be a real blast to ride. If you’re wondering if there were some better roads in the area we could have tested on, the answer is definitely. While I know it’s challenging doing this sort of thing downtown Toronto, it just so happens that across the road from the parking lot we were in is the road circuit (all of it public roads) for the Toronto Indy – yes, that’s right, a race course. After the ride we were asked to fill out a feedback form, as you can imagine the scores were pretty low.

So, how was the Ducati ride different? While it wasn’t held in Toronto, they still faced some of the same challenges of stop lights, straight roads and traffic. The difference was that the Ducati folks had clearly mapped out the best, most diverse route that they could. It went just out of town, along some roads with a few twisty bits and there were enough opportunities to open the throttle and ignore the posted speed limit (not that I would ever speed of course). I got a good sense of the bikes and was able to form enough of an opinion to say what I liked and disliked. There was no feedback form to fill out (which is how it should be, I came to ride not be a focus group), but if there had been the marks for Ducati would have been pretty good.

Overall, I have to say that I was really surprised and let down by the Spyder demo day. They are clearly putting a huge marketing effort into this thing as I’ve seen the commercials, billboards and other ads fairly often. They are making a point of saying they are defining a new category of motor vehicle, but aren’t giving anyone a fair chance at discovering what this new category feels like to ride. Maybe there will be enough Ski-Doo or Sea-Doo owning converts that will throw a leg over a Spyder confident it’s the road going version of what they already love, but is that going to be enough? When you look at it for what it is, a test ride is like the last stop of your marketing plan. People watch your commercials, read your print ads and are enticed enough to take the time to go ride what you’re selling. So, it should be the strongest part of the plan because you either impress someone enough to keep them interested or you make it easy for them to start being influenced by a different product.

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I’ve hinted at this one already and it’s definitely one of the features I’ve been busting to write about. We know that we’re not the first motorcycle site to offer a way for bikers to share their favorite routes to ride, but we do think we’ve done it right!

If you’ve read any of our recent posts, you’ll hopefully have a good sense of our approach to user experience and rest assured, we’ve applied the same here. There’s no question that google maps remains one of the most popular web-based mapping services and with a powerful API for developers to tap into, it was an easy decision for us to make when we selected them to power our routes feature.

The Basics: When creating a new route, you can map out every turn yourself by entering individual points or dragging the route on the map, or you can simply enter a start and end point and let google figure out the best (though maybe not the most fun) way to get you from point A to point B. You can add media (maybe some photos of the twisty parts) and write a description of your route.

Sharing / Discovery: We like to think that having a mapping feature such as this tightly integrated with a social network is perfect for a motorcycle community. After-all, when not using eatsleepride you are hopefully out exploring exciting new places to ride and are eager to share those places with the rest of us when you log back in When a new route is created it will show up in the main feed for others to see. Just like every other piece of content, a route can be commented on and reused in any number of ways, for instance as I mentioned in the last post about adding a route to an event for a group ride. If we know enough about you, we will be able to suggest new routes to you that others have created that are in your area or you can simply browse through all of the routes yourself.

Points Of Interest: In addition to the routes on the map there is also a POI layer that can be turned on and off. Have a favourite restaurant or scenic rest stop along your route, add it. Know the best mechanics and bike shops in your area, add them. Know where the Police like to hide in order to make our roads “safer” by serving you with a ticket for riding a little too fast, add those too.

Routes is a relatively simple, yet powerful feature. It’s one of our “must haves” that we just wouldn’t launch without. It’s a fantastic way to find new places to ride in your area or if you’re planning a trip you’ll be able to find out from locals the best spots to go.

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Through our countless internal discussions as we were designing eatsleepride, we decided that there were a few different tools that we wanted to include in order to provide users with the ability to organize themselves in any number of different ways. We feel that it’s an important part of a community that aims to cater to all different types of riders from all different areas.

The first of these tools is what we are broadly calling “Events”, at least for now. Essentially an integrated calendar that can be used for anything tied to a date, which has endless uses such as planning a group ride, meet-up, race, swap meet, virtual gathering, etc…

So what can be done with events? Once logged in, any user can create an event. The first step is to enter the basic details of your event: a name for the event, add a start day / time and end day / time and a description. You can decide to make it public (anyone can view and join the event) or private (the creator of the event must approve users to join). The next step, which is optional but definitely quite useful, is to add other content to your event. The other content can be anything else from the site, such as photos, but we the thing we’re more excited about is the ability to add a route to your event. What’s the deal with these routes you ask? I’ll be covering routes off in a future post, but imagine you’re planning an event that’s a group ride and you’ve got a route mapped out that you want to follow for the ride – you can easily add a map of this to your event for everyone to see. Once you’ve added whatever you need to add to your event, you come to the third step, once again optional, which is simply to invite your friends.

If you’re not into creating your own events, you can browse all of the events created by other users. There’s a nice big calendar to browse by, or just scroll through a list. To help you discover events there’s a few simple views that will show you events your friends are attending or ones that we think you might be interested in based on your location, what bikes you ride, what groups you have joined, etc. There’s also a view just for you to quickly manage the events you’ve indicated you’re planning to attend.

Groups is another feature to help users get organized. Groups functions very much like events, except there is no date detail attached to a group. Otherwise, anyone can create one, make it public or private, add other content to it and invite your friends to join. As much as we are advocates for bikers from all different areas and segments of the sport coming together for big group hugs, we also know that it’s only natural for like-minded riders to want to interact within their own groups and we hope we’ve provided the right functionality to enable this.

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